Transportation

On the Cheap Listings

0

Submit items for the listings at listings@sfbg.com. For further information on how to submit items for the listings, see Picks.

WEDNESDAY 21

“An Ancient Path in a Modern World” Dr. Paul R. Fleischman talks about Vipassana meditation Golden Gate Room, Fort Mason Center, SF. (415) 345-7500, www.mahavana.dhamma.org. 7 p.m., free. When spastically squeezing that stress ball isn’t cutting it for you anymore, it might be time to look for alternative forms of meditation. Join Dr. Paul R. Fleischman, psychiatrist and teacher of Vipassana, in his discussion of channeling an ancient approach to cope with 21st century issues. Breathe in, breathe out.

“Experience Your America” San Francisco Maritime National Historical Park open house General’s Residence, Fort Mason Center, Marina at Buchanan, SF. (415) 561-7049, www.nps.gov/safr. 4:30 p.m.-6:30 p.m., free. We are extremely lucky to live in a city full of parks, lagoons, beaches, and gardens. Meet the folks who work to keep our parks beautiful, and for a chance to ask how we can help too.

THURSDAY 22

The 16th Tournee of Animation series of original animated shorts McBean Theatre, Exploratorium, 3601 Lyon, SF. (415) 561-0360, www.exploratorium.edu. 7:30 p.m., free. This annual touring program went around the world from the 1970s to the late 1980s. The 16th Tournee returns (again) to the local animation community in San Francisco. The night promises 16 animated films from the 1980s, shown in pristine 16mm print.

FRIDAY 23

Wild Ride poetry readings and dancing San Francisco Motorcycle Club, 2194 Folsom, SF. (415) 863-1930, www.sf-mc.org. 7:30 p.m., free. Wild Ride pairs the intense velocity of motorcycles with the serenity of poetry. Writers from San Francisco State and San Bernardino State Universities come together to share their work at the second oldest motorcycle club in the country.

SATURDAY 24

SoMa flea market Tanil Artist Studio, 1108 Howard, SF. (415) 722-7847. 10 a.m.-7 p.m., free. Pop in to this monthly indoor market and get ready to reach your swapmeet nirvana. Local bands and DJs will be whistling some tunes, as backdrop to your life foretold by a psychic. Hopefully the clairvoyant advises to immediately head to the food stand.

Two Cats comic bookstore grand opening Two Cats Comic Book Store, 320 West Portal, SF. (415) 566-8190, www.twocatscomicbookstore.com. 1 p.m.-9 p.m., free. Comic lovers, pick up your weeklies and check out neat collectibles at San Francisco’s newest comic store. The grand opening boast an impressive lineup of creators and artists who will sign new issues and conduct drop-in art classes. The new shop has a knowledgeable staff and additional room reserved for events and yes, gaming.

Retirement Boot Camp Presidio Golf Club, Eight Presidio Terrace, SF. (415) 221-8833, www.presidiogolfclub.com. 8:30 a.m.-2 p.m., free. Whether you like it or not, everyone gets old. Be smart and take some to think about retirement plans so that you can live later with peace of mind. Experts will speak on income planning, how to best protect your assets, and long-term health and wellness issues.

Bonsai repotting party Bonsai Garden at Lake Merritt, 666 Bellevue, Oakl. (510) 763-8409, www.gsbf-bonsai.org. 10 a.m. for bonsai seminar; noon-4 p.m. for repotting, free. For the past two years, professional bonsai artist Ryan Neil has been styling a Rocky Mountain juniper tree, defoliating and pruning the miniature plant with utmost care. This little tree will have its grand debut this weekend with a repotting party, docent tours, and morning seminars on the traditional Japanese art form.

“Devil’s Tango: How I Learned the Fukushima Step by Step” author reading Downstairs Forum, 2550 Dana, Berk. (510) 981-1858, www.cecilepineda.com. 3 p.m., free. Published on the one-year anniversary of the nuclear disaster at Japan’s Fukushima Daiichi, Cecile Pineda’s memoir blends a mix of personal reflection with investigative journalism. The author not only exposes the nuclear catastrophe through daily reportage, but also communicates the utter terror of local inhabitants through deep song (canto hondo) and meditations.

SUNDAY 25

“Death Valley Photographer’s Guide” wildlife photography exhibition Sarber’s Cameras, 1958 Mountain, Oakl. (510) 339-8545, www.dansuzio.com. 1 p.m.-2 p.m., free. The endlessly beautiful geographic terrain of Death Valley makes it difficult when choosing which angle or light to capture the salt-coated valley floor with your camera. Wildlife photographer Dan Suzio will share his photos and talk about his new book, which lays down where and how to catch the valley’s best side.

“War, Sanctions, and Regime Change in the Middle East” teach-in featuring Ramsey Clark Unitarian Universalist Society, 1187 Franklin, SF. (415) 821-6545, www.answercoalition.com. 1 p.m., $5–$20 donation. It’s not much for a celebration, but March 2012 marks the ninth anniversary of the U.S. invasion of Iraq. The panel of activists, such as Ramsey Clark, former U.S. Attorney General, and Dr. Jess Ghannam of Al-Awda Palestine Right of Return Coalition, will share their first-hand knowledge of the conflict in the Middle East during this afternoon teach-in.

MONDAY 26

Conversation with Glee executive producer Dante Di Loreto and performance Jewish Community Center of San Francisco, 3200 California, SF. (415) 292-1200, www.jccsf.com. 7 p.m., $10 for students; $20 general admission. Gleeks, all your fervent questions will now be answered. After enjoying a mash up number from “Cabaret” performed by the Young People’s Teen Musical Theatre Company, flock to the stage to pick at the brain of the guy responsible for bringing musical theater to prime time television.

TUESDAY 27

EcoTuesday sustainable business networking event CompoClay Showroom, 60 Post, SF. (415) 877-4228, www.compoclay.com. 6:30 p.m.-9 p.m., $10 with online registration; $15 at door. EcoTuesday is a networking event that happens on the fourth Tuesday of every month. Mingle with sustainable business leaders and bounce that innovative green ball around.

“Mission Theatres and the Trolleys That Took Us There” historical presentation St. Philip’s Catholic Church, 725 Diamond, (415) 750-9986, www.sanfranciscohistory.org. 7:30 p.m., $5 general admission. It’s hard to believe that at one time, trolleys were not just a tourist-ridden fiasco but a popular means of transportation for locals. Jack Tillmany, S.F. transit and movie theatre historian, will take you down streetcar lines and to the surviving theatres of San Francisco.

SF allows bikes indoors, but its cycling goal is elusive

63

When the Board of Supervisors this week voted 9-2 to require commercial building owners to allow employees to bring their bicycles indoors while they work, ordinance sponsor Sup. John Avalos hailed the legislation as an important step toward meeting the city goal of having 20 percent of all vehicle trips in the city be by bike by the year 2020.

“We are removing a barrier to people getting around the city by bicycle,” Avalos said at the March 6 hearing, noting that the measure addresses cyclists’ concern about bike theft and helps keep sidewalks uncluttered and racks and poles free for other cyclists to use.

While it’s true this may help make cycling a bit more attractive, San Francisco would have to take far bolder actions to get anywhere near meeting its 20 percent by 2020 goal, a target it set in 2010 with legislation sponsored by Board President David Chiu and one regularly touted in speeches by Mayor Ed Lee.

Just last month, the San Francisco Municipal Transportation Agency released its latest bike count survey, which showed that about 3.5 percent of vehicle trips in the city are taken by bike, a 71 percent increase in the last five years, gains the San Francisco Bicycle Coalition lauded as “impressive.” Yet to reach the city’s goal would require a 571 percent increase in the next seven years – one that would seem unattainable at this pace.

“It’s a very ambitious but realistic goal,” SFBC director Leah Shahum told us, although she acknowledged it would require a drastic change in the city’s approach. “I’ve been impressed by how much Mayor Lee has touted the 20 percent by 2020 goal, but our city agencies need to step up their sense of urgency and commitment to meet that goal.”

The SFMTA is now finalizing a report on how to hit that 2020 target, which is scheduled for release next month. But agency spokesperson Paul Rose acknowledged the difficulty in meeting that goal: “It would take funding resources which at this point we don’t have.” He can’t yet say would it would take to meet the goal, which the report will outline, but he said, “We’re exploring what can be achieved with our available funding.”

Shahum said all studies by SFBC and other groups show concerns about safety is the biggest barrier to substantially increasing cycling in the city, and that most people need bike lanes – particularly paths physically separated from cars, known as cycle tracks – to feel safe. She praised the SFMTA for installing 20 miles of new bike lanes in the last two years, its fastest pace ever, “but that pace needs to double or triple to meet that goal.”

Instead, Mayor Lee has backed off a pledge he made last year to fast-track a short segment of bike lanes on dangerous sections of Oak and Fell streets that would connect two popular east-west bikeways: the Panhandle and the Wiggle. That project was delayed by a year for more meetings and work after motorists objected to the loss of street parking spots.

“We’re talking about three blocks. It’s relatively small in scope but huge in impacts,” Shahum said of the project. “If the pace of change on these three blocks is replicated through the city, it’ll take hundreds of years to meet the goal.”

In his run for mayor last year, Chiu regularly touted the 20 percent goal he set in 2010 after returning from a fact-finding trip to the Netherlands – where about 38 percent of vehicle trips are by bike – that he took with SFMTA Director Ed Reiskin, SFBC members, and officials from other cities. Chiu says that San Francisco might be further along than the SFMTA figures show, citing an SFBC poll showing that 5 percent of San Franciscans say they ride a bike daily and another 12 percent ride more than once a week.

“Whatever the current percentage is, we have a long way to go. We have to be bolder about specific projects and strategies,” Chiu told us. He said there is a growing recognition that promoting cycling is an important way to address traffic congestion and greenhouse gas reduction and that “segregated bikes lanes are the most efficient way to move the most people through areas of urban density.”

Chiu also said that San Francisco could be poised for rapid progress on the creation of new bikes lanes, citing early opposition to replacing parking spaces with parklets and the car-free Sunday Streets (which kicks off its new season this Sunday along the Embarcadero) events, with the business community and many neighborhood groups fearing that restrictions on motorists would hurt businesses.

“The experience has turned out to be exactly the opposite,” Chiu said, noting the explosion in demand for parklets and new Sunday Streets events in the last couple years, saying that a widening embrace of more cycle tracks and other biking infrastructure could be next.

Mayoral Press Secretary Christine Falvey told us, “The mayor is very much committed to the aggressive goals set to get to 20 percent by 2020 and the city is moving in the right direction. He has also always supported the Oak Fell project and we’re seeing progress. It will be complete in 2013 and he has been talking to the SFMTA about the project to keep up to date. San Francisco is on its way to becoming the most bicycle friendly city in the U.S. and in this era of limited public funding, the mayor is working with the SFMTA to explore what ways we can increase trips taken by bicycle with available funding and increased public awareness.”

She cited the Avalos legislation and the current installation of cycle tracks on JFK Drive in Golden Gate Park as examples of the city’s commitment to “move us toward the goal of 20 percent,” but many in the cycling community consider these efforts to be low-hanging fruit – easy, cheap, and non-controversial improvements – that won’t get the city anywhere near its stated goal.

Bike activist Marc Salomon is critical of the incremental approaches taken by SFBC and the city, saying that to make significant progress the city needs to address enforcement and the culture on the roadways, protecting cyclists from aggressive or impatient motorists and recognizing that many traffic laws don’t make sense for cyclists.

“We need to change the culture of the cops to make sure every street is a safe street,” he said. Shahum said that’s an issue SFBC is trying to address: “We are talking to them about how police could better enforce dangerous behaviors.”

Yet any efforts to promote cycling will likely be met with a backlash by motorists who resent losing space to cyclists and the fact that many cyclists routinely run stop signs and lights. Sups. Sean Elsbernd and Carmen Chu voted against the Avalos legislation, with Chu objecting to city staff evaluating businesses that seek waivers based on limited space or other factors, calling it a waste of precious resources.

But Avalos noted that his ordinance – which will be up for final approval on its second reading this Tuesday – has no enforcement mechanisms and “overall, this is a cost effective way to promote bicycling in the city. The costs are minimal.”

He also thanked the conservative Building Owners and Managers Association for supporting the legislation. Shahum said BOMA strongly opposed similar legislation almost 10 years ago and its embrace of it now shows how attitudes toward cyclists have changed. “There are so many more people biking now and the business community recognizes the benefits of having more of their employees biking,” she said.

Even politically moderate supervisors have been supportive of promoting cycling, with Sup. Scott Wiener saying at this week’s hearing, “It’s very important to make it as easy as possible to bike, and bike theft is a big issue in this city as well.”

The case against 8 Washington

35

tredmond@sfbg.com

In city planning terms, it’s a fairly modest project: 134 condos, no buildings more than 12 stories tall, on a 27,000-square-foot site. It’s projected to meet the highest environmental building standards and offers new open space and pedestrian walkways. It’s near Muni, BART, and ferry lines. And the city will collect millions of dollars in new taxes from it.

But the 8 Washington project, which will come before the Planning Commission March 8, has become a flashpoint in city politics, one of the defining battles of Mayor Ed Lee’s administration — and a symbol of how the city’s housing policy has failed to keep pace with the needs of the local workforce.

Put simply, it will create the most expensive condos in city history, housing for the richest of the 1 percent on the edge of the waterfront — and will further push San Francisco toward becoming a city that caters almost entirely to the very wealthy.

So in a city where the growing divide between the 1 percent and the rest of us has become a central issue and where the lack of affordable housing is one of the top civic concerns, 8 Washington is an important test. By any rational standard, this sort of development is the last thing San Francisco needs.

But some of the best-connected lobbyists in the city are pushing it. One of the mayor’s closest allies, Chinatown powerbroker Rose Pak, is a leading advocate — and the final outcome will say a lot about city politics in the Lee administration.

There are all sorts of half-truths and misleading statements by supporters of 8 Washington. Here are the five main reasons the project shouldn’t be approved.

1. It fills no housing need. San Francisco has no shortage of housing for the very rich; the dramatic need, outlined in both regional planning documents and the city’s own General Plan, is for low- and moderate-income housing for the people who actually work in this city (see “Dollars or sense?” 9/28/10). While San Francisco is getting richer by the day, the core workforce — public employees, workers in the hotel and restaurant industry, service workers, construction and trade workers, and a majority of the people in the lower levels of the finance and tech sector — are being priced out of the city. That means more people working here and living far out of town, often commuting by car, in what everyone agrees is an unsustainable situation. Meanwhile, more and more high-paid workers from Silicon Valley are living in San Francisco — again, commuting to distant jobs, either by car or by corporate bus.

The city’s General Plan states that some 60 percent of all new housing built in the city should be below market rate. San Francisco desperately needs housing for its workforce. This type of project simply puts the city deeper in the hole and further from its housing goals.

2. It’s a reward for bad actors. The main developer of this project is Simon Snellgrove, but one of his partners is, by necessity, Golden Gateway, which owns a significant part of the land — and which has been flouting at least the spirit if not the letter of city and state law and costing San Francisco tens of millions of dollars.

As project opponent Brad Paul has noted in written testimony, when Timothy Foo, the current owner, bought the complex from Perini Corp. about 20 years ago, he used a loophole in state law that allowed him to avoid a formal transfer of ownership. That means the property wasn’t re-assessed, costing the city about $1.5 million a year. According to the Assessor’s Office, the deal wasn’t illegal (and these tricks to avoid reassessment are relatively common) but still: He’s costing the city millions by using a loophole not available to most people.

Golden Gateway, which was built in a redevelopment area as middle-class housing, is now renting out apartments as short-term tourist or corporate rentals. There are dozens of examples right now on Craigslist. City law bars the owners of rental housing from converting it to hotel rooms, but a loophole in that law makes what Foo’s outfit is doing technically legal. But he’s clearly violating the spirit of the city ordinance that seeks to protect rental housing from hotel conversions.

One of the main aesthetic complaints about the area — something Snellgrove’s lobbyists have tried to use to support the project — is the ugly fence that now surrounds the Golden Gateway Tennis and Swim Club. But who do you suppose put that fence there?

Do we as a city want to be giving special zoning benefits to companies that try to circumvent tax and housing laws?

3. It’s an environmental disaster. Snellgrove and his architects, Skidmore Owning and Merrill, are seeking LEED platinum certification for the project, saying that its energy-efficiency, water use, and green building materials will make it one of the most sustainable structures in San Francisco. It is, the project website notes, close to all types of public transit.

But LEED doesn’t take into account what the building is used for (see “Is LEED really green,” 7/5/11) — and in this case, the use makes a huge amount of difference.

People who buy multi-million-dollar condos don’t tend to take Muni or BART when they go places. That’s not conjecture, it’s a proven fact. A 2008 study by the American Public Transportation Association notes, bluntly, that wealthier people are more likely to drive cars. When you move into the stratospheric regions of the ultra-rich, that’s even more true. A 2011 report on the Charting Transport website notes: “The very rich tend to shun public transport.”

The current zoning in the area allows for one parking space for every four residential units. Snellgrove is asking for one space per unit — in other words, he figures every single buyer will have a car.

Many of the people who buy these condos won’t be working or even living most of the time in San Francisco. These are condos for world travelers, second and third homes for people who want to spend a few weeks a year in San Francisco. “They aren’t going to be living here all year,” Christina Olague, a former Planning Commission member who is now the District 5 supervisor, told us last July.

If five of the 165 residents of 8 Washington fly in a private or corporate jet from, say, New York to their SF pad once a month, the project will cause the use of jet fuel equivalent to what a normal family would use driving a car for 330 years, Paul noted.

“How many solar panels are needed compensate for burning 396,000 gallons of jet fuel a year?” he asked.

Then there’s the construction issue. If the developer’s projections are correct, as many as 20,000 dump truck runs will be trundling along the Embarcadero for several months, one every two minutes — and it could be happening right as the traffic nightmare called the America’s Cup is hitting the waterfront.

It also goes against some 40 years of waterfront planning policy, all of which as focused on downzoning and creating open space. This would be the first upzoning of San Francisco waterfront property in decades.

4. It will wipe out what is mostly a middle-class recreation facility. The Golden Gateway Tennis and Swim Club will be closed for three years, then (possibly) reopened later as a smaller facility. The club — with two outdoor pools and six tennis courts — sounds like something for the elite, and it’s managed by the upscale Bay Club, but a lot of the users are longtime Golden Gateway residents and seniors. “I would say 30 or 35 percent of the users are seniors,” Lee Radner, chair of Friends of Golden Gateway, told me. Most, he said, are middle-class people, and the expense isn’t that high. “My wife and I pay $3 a day to use the pool,” he said. “I swim every day, and it would cost more than that to use the public pools in the city.” He added: “There are some wealthier people, of course, but many of us are retired and on fixed incomes.”

We’re talking about 90,000 total square feet of outdoor recreation space — which dwarfs the 20,000 square feet of open space the developer promised to provide.

5. The city doesn’t get much out of the deal. In exchange for upzoning the waterfront, creating a big all of buildings and screwing up the city’s housing balance, what does the San Francisco general fund get? Not a lot. The estimates for new tax revenue run about $1.5 million a year of the next 60 years — and when you translate that to what economist call “net present value,” the cash equivalent today of that revenue stream, it’s about $30 million. The Port of San Francisco is talking about creating a special infrastructure financing district — sort of the equivalent of a redevelopment area — to pull that money out in advance, which may not even be legal (since part of the land is a former redevelopment area, the state law that allows these special finance districts may not apply). But even so, a Jan. 14 Port memo suggests that the agency has plans to spend all that money on its own infrastructure — setting up a potential battle between the supervisors and the Port Commission over where the money, if it actually can be collected up front, will go.

Like any developer, Snellgrove will pay into the city’s affordable housing fund — in this case, about $9 million to pay for the equivalent of 27 units. No affordable units will be on site, of course; that would detract from the uber-wealthy ambience of the place. And it’s not clear when those units would be built. “Nobody builds 27-unit buildings any more,” Paul, a former deputy mayor for housing, said. “We’ll have to wait until there’s enough money for a bigger project, somewhere, sometime down the road. That’s what we’re getting here.”

Either way, it’s not a huge benefit for allowing this disaster of a project — and it’s a terrible statement for San Francisco to make. At a time when the mayor has cleared the Occupy protesters — who are talking about how little the rich pay in taxes — off the waterfront, the city is preparing to move in the exceptionally rich, who aren’t paying anywhere near their fair share in tax revenue to local government.

(Nobody knows for sure whether the costs of servicing high-end residential exceed the revenue the city gets from property taxes. In 1971, the Guardian put together the first-ever cost-benefit study for highrise office development, which showed that commercial buildings cost the city more than they paid; that’s been confirmed and demonstrated over the years to the point where it’s hardly even an argument any more. The supervisors ought to ask the city economist or the budget analyst to do the same sort of analysis for luxury condos.)

There’s another element here: Mayor Lee made a point during his campaign to say over and over again that he was an independent thinker, that powerful and influential allies like Rose Pak would not be calling the shots at City Hall. This will be his first major test: Pak and lobbyist Marcia Smolens are working hard to promote 8 Washington. And we’re already getting some disturbing signals out of the mayor’s office.

Lee told us that he has “no thoughts” about the project and hasn’t been paying any attention to it. That’s an odd stance, considering that his own Port Commission is pushing it and staffers in his office are working with the developer. This is a big priority for Pak, and the notion that she has never mentioned it to the mayor defies reason. Board President David Chiu, who talks to the mayor regularly, opposes the project, which is in Chiu’s district.

It’s hard to imagine that anyone who pays attention to local politics could be missing what will be one of the landmark votes this spring on the Planning Commission — which will take up the project March 8 — and the Board of Supervisors.

The mayor, may, indeed, be ignoring everything that supporters and opponents of 8 Washington have said and may be waiting until the Planning Commission vote to take a position. But if he’s just ducking questions because he’s planning to support it, he’s making a big mistake.

This is a chance for San Francisco to go beyond the platitudes about building housing, go beyond the hype about “green” buildings, see through the fraud about community benefits and consider what this really is: A special favor for a developer who wants to cater to the top 1 percent of the 1 percent and move San Francisco even closer to being a city of, by, and for the elite. The only reasonable vote on 8 Washington is No.

Editorial: The case against the 8 Washington tower

27

Editorial note: In 1971, at the height of the Alvin Duskin anti-highrise battle, the Guardian did a special first ever cost benefit study for high rise office development.

We found that highrises cost the city  more in services than they produce in revenue.  This meant that the commercial high rise boom could be fought on economic grounds, not just aesthietic and environmental grrounds, and the Chamber of Commerce/Big development gang could never adequately refute our findings.  In fact, they are now taken for  granted. So, as the 8 Washington battle is poised to open the floodgates even further for a forest of market rate residential  buildings, it’s time for the city to do its own study to determine the economics of high end  residential buildings.  Does the cost of servicing luxury residential buildings exceed the taxes they pay? We and many others in the neighborhoods are certain that market rate housing doesn’t pay for itself. But the facts are needed and so we urge the supervisors to direct the budget analyst or the city economist to do a similar analysis  for luxury condos.  Below is Executive Editor Tim Redmond’s powerful argument against 8 Washington.

By Tim Redmond

tredmond@sfbg.com

In city planning terms, it’s a fairly modest project: 134 condos, no buildings more than 12 stories tall, on a 27,000-square-foot site. It’s projected to meet the highest environmental building standards and offers new open space and pedestrian walkways. It’s near Muni, BART, and ferry lines. And the city will collect millions of dollars in new taxes from it.

But the 8 Washington project, which will come before the Planning Commission March 8, has become a flashpoint in city politics, one of the defining battles of Mayor Ed Lee’s administration — and a symbol of how the city’s housing policy has failed to keep pace with the needs of the local workforce.

Put simply, it will create the most expensive condos in city history, housing for the richest of the 1 percent on the edge of the waterfront — and will further push San Francisco toward becoming a city that caters almost entirely to the very wealthy.

So in a city where the growing divide between the 1 percent and the rest of us has become a central issue and where the lack of affordable housing is one of the top civic concerns, 8 Washington is an important test. By any rational standard, this sort of development is the last thing San Francisco needs.

But some of the best-connected lobbyists in the city are pushing it. One of the mayor’s closest allies, Chinatown powerbroker Rose Pak, is a leading advocate — and the final outcome will say a lot about city politics in the Lee administration.

There are all sorts of half-truths and misleading statements by supporters of 8 Washington. Here are the five main reasons the project shouldn’t be approved.

1. It fills no housing need. San Francisco has no shortage of housing for the very rich; the dramatic need, outlined in both regional planning documents and the city’s own General Plan, is for low- and moderate-income housing for the people who actually work in this city (see “Dollars or sense?” 9/28/10). While San Francisco is getting richer by the day, the core workforce — public employees, workers in the hotel and restaurant industry, service workers, construction and trade workers, and a majority of the people in the lower levels of the finance and tech sector — are being priced out of the city. That means more people working here and living far out of town, often commuting by car, in what everyone agrees is an unsustainable situation. Meanwhile, more and more high-paid workers from Silicon Valley are living in San Francisco — again, commuting to distant jobs, either by car or by corporate bus.

The city’s General Plan states that some 60 percent of all new housing built in the city should be below market rate. San Francisco desperately needs housing for its workforce. This type of project simply puts the city deeper in the hole and further from its housing goals.

2. It’s a reward for bad actors. The main developer of this project is Simon Snellgrove, but one of his partners is, by necessity, Golden Gateway, which owns a significant part of the land — and which has been flouting at least the spirit if not the letter of city and state law and costing San Francisco tens of millions of dollars.

As project opponent Brad Paul has noted in written testimony, when Timothy Foo, the current owner, bought the complex from Perini Corp. about 20 years ago, he used a loophole in state law that allowed him to avoid a formal transfer of ownership. That means the property wasn’t re-assessed, costing the city about $1.5 million a year. According to the Assessor’s Office, the deal wasn’t illegal (and these tricks to avoid reassessment are relatively common) but still: He’s costing the city millions by using a loophole not available to most people.

Golden Gateway, which was built in a redevelopment area as middle-class housing, is now renting out apartments as short-term tourist or corporate rentals. There are dozens of examples right now on Craigslist. City law bars the owners of rental housing from converting it to hotel rooms, but a loophole in that law makes what Foo’s outfit is doing technically legal. But he’s clearly violating the spirit of the city ordinance that seeks to protect rental housing from hotel conversions.

One of the main aesthetic complaints about the area — something Snellgrove’s lobbyists have tried to use to support the project — is the ugly fence that now surrounds the Golden Gateway Tennis and Swim Club. But who do you suppose put that fence there?

Do we as a city want to be giving special zoning benefits to companies that try to circumvent tax and housing laws?

3. It’s an environmental disaster. Snellgrove and his architects, Skidmore Owning and Merrill, are seeking LEED platinum certification for the project, saying that its energy-efficiency, water use, and green building materials will make it one of the most sustainable structures in San Francisco. It is, the project website notes, close to all types of public transit.

But LEED doesn’t take into account what the building is used for (see “Is LEED really green,” 7/5/11) — and in this case, the use makes a huge amount of difference.

People who buy multi-million-dollar condos don’t tend to take Muni or BART when they go places. That’s not conjecture, it’s a proven fact. A 2008 study by the American Public Transportation Association notes, bluntly, that wealthier people are more likely to drive cars. When you move into the stratospheric regions of the ultra-rich, that’s even more true. A 2011 report on the Charting Transport website notes: “The very rich tend to shun public transport.”

The current zoning in the area allows for one parking space for every four residential units. Snellgrove is asking for one space per unit — in other words, he figures every single buyer will have a car.

Many of the people who buy these condos won’t be working or even living most of the time in San Francisco. These are condos for world travelers, second and third homes for people who want to spend a few weeks a year in San Francisco. “They aren’t going to be living here all year,” Christina Olague, a former Planning Commission member who is now the District 5 supervisor, told us last July.

If five of the 165 residents of 8 Washington fly in a private or corporate jet from, say, New York to their SF pad once a month, the project will cause the use of jet fuel equivalent to what a normal family would use driving a car for 330 years, Paul noted.

“How many solar panels are needed compensate for burning 396,000 gallons of jet fuel a year?” he asked.

Then there’s the construction issue. If the developer’s projections are correct, as many as 20,000 dump truck runs will be trundling along the Embarcadero for several months, one every two minutes — and it could be happening right as the traffic nightmare called the America’s Cup is hitting the waterfront.

It also goes against some 40 years of waterfront planning policy, all of which as focused on downzoning and creating open space. This would be the first upzoning of San Francisco waterfront property in decades.

4. It will wipe out what is mostly a middle-class recreation facility. The Golden Gateway Tennis and Swim Club will be closed for three years, then (possibly) reopened later as a smaller facility. The club — with two outdoor pools and six tennis courts — sounds like something for the elite, and it’s managed by the upscale Bay Club, but a lot of the users are longtime Golden Gateway residents and seniors. “I would say 30 or 35 percent of the users are seniors,” Lee Radner, chair of Friends of Golden Gateway, told me. Most, he said, are middle-class people, and the expense isn’t that high. “My wife and I pay $3 a day to use the pool,” he said. “I swim every day, and it would cost more than that to use the public pools in the city.” He added: “There are some wealthier people, of course, but many of us are retired and on fixed incomes.”

We’re talking about 90,000 total square feet of outdoor recreation space — which dwarfs the 20,000 square feet of open space the developer promised to provide.

5. The city doesn’t get much out of the deal. In exchange for upzoning the waterfront, creating a big all of buildings and screwing up the city’s housing balance, what does the San Francisco general fund get? Not a lot. The estimates for new tax revenue run about $1.5 million a year of the next 60 years — and when you translate that to what economist call “net present value,” the cash equivalent today of that revenue stream, it’s about $30 million. The Port of San Francisco is talking about creating a special infrastructure financing district — sort of the equivalent of a redevelopment area — to pull that money out in advance, which may not even be legal (since part of the land is a former redevelopment area, the state law that allows these special finance districts may not apply). But even so, a Jan. 14 Port memo suggests that the agency has plans to spend all that money on its own infrastructure — setting up a potential battle between the supervisors and the Port Commission over where the money, if it actually can be collected up front, will go.

Like any developer, Snellgrove will pay into the city’s affordable housing fund — in this case, about $9 million to pay for the equivalent of 27 units. No affordable units will be on site, of course; that would detract from the uber-wealthy ambience of the place. And it’s not clear when those units would be built. “Nobody builds 27-unit buildings any more,” Paul, a former deputy mayor for housing, said. “We’ll have to wait until there’s enough money for a bigger project, somewhere, sometime down the road. That’s what we’re getting here.”

Either way, it’s not a huge benefit for allowing this disaster of a project — and it’s a terrible statement for San Francisco to make. At a time when the mayor has cleared the Occupy protesters — who are talking about how little the rich pay in taxes — off the waterfront, the city is preparing to move in the exceptionally rich, who aren’t paying anywhere near their fair share in tax revenue to local government.

(Nobody knows for sure whether the costs of servicing high-end residential exceed the revenue the city gets from property taxes. In 1971, the Guardian put together the first-ever cost-benefit study for highrise office development, which showed that commercial buildings cost the city more than they paid; that’s been confirmed and demonstrated over the years to the point where it’s hardly even an argument any more. The supervisors ought to ask the city economist or the budget analyst to do the same sort of analysis for luxury condos.)

There’s another element here: Mayor Lee made a point during his campaign to say over and over again that he was an independent thinker, that powerful and influential allies like Rose Pak would not be calling the shots at City Hall. This will be his first major test: Pak and lobbyist Marcia Smolens are working hard to promote 8 Washington. And we’re already getting some disturbing signals out of the mayor’s office.

Lee told us that he has “no thoughts” about the project and hasn’t been paying any attention to it. That’s an odd stance, considering that his own Port Commission is pushing it and staffers in his office are working with the developer. This is a big priority for Pak, and the notion that she has never mentioned it to the mayor defies reason. Board President David Chiu, who talks to the mayor regularly, opposes the project, which is in Chiu’s district.

It’s hard to imagine that anyone who pays attention to local politics could be missing what will be one of the landmark votes this spring on the Planning Commission — which will take up the project March 8 — and the Board of Supervisors.

The mayor, may, indeed, be ignoring everything that supporters and opponents of 8 Washington have said and may be waiting until the Planning Commission vote to take a position. But if he’s just ducking questions because he’s planning to support it, he’s making a big mistake.

This is a chance for San Francisco to go beyond the platitudes about building housing, go beyond the hype about “green” buildings, see through the fraud about community benefits and consider what this really is: A special favor for a developer who wants to cater to the top 1 percent of the 1 percent and move San Francisco even closer to being a city of, by, and for the elite. The only reasonable vote on 8 Washington is No.

The losing bets

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By Darwin BondGraham

news@sfbg.com

Wall Street’s massive taxpayer funded bailout, initiated by the Bush administration and carried forward under President Obama, never really ended — it just shifted from federal to local sources of funding. Even while local and state governments have been forced to cut back on crucial services, wealthy banks and investment firms are being padded with enormous cash flows sucked directly from the already strained budgets of cities, counties, and public agencies.

That’s the message a growing chorus of activists in the Bay Area are bringing before the boards, councils, and commissions that entered into complex financial deals with Wall Street banks, deals that turned toxic in the crash of 2008. Activists want elected officials and the banks to cancel the contracts and refund the public.

The Bay Area is the epicenter of this renewed movement for financial justice. Last week, teachers from Peralta College, organizers with the Alliance of Californians for Community Empowerment (ACCE), Oakland religious leaders, and Occupy Oakland activists organized four protests contesting what they say is bank predation on local communities.

At issue are arcane financial instruments called interest rate swaps. Sold by banks to virtually every sizable government and local agency in the US through the 2000s, rate swaps promised governments the ability to “swap” their potentially costly variable rate payments on bonds into a synthetic fixed rate. Seeking to protect local taxpayers during the volatile 2000s, when floating interest rates were rising, local leaders eagerly signed on.

But the economic meltdown turned those tools into golden handcuffs for local government agencies. Taxpayers are now forced to regularly pay millions to the banks simply because variable interest rates, at the urging of the Federal Reserve, have fallen far below the synthetic rates. These deals might seem numbingly complex, but the effects on local communities are clear and painful.

“The Metropolitan Transportation Commission is paying upwards of $53 million a year on rate swaps,” said Alia Phelps of ACCE at a protest on Feb. 21 outside of the former Bank of America building at 555 California Street. “This is money that isn’t going to keep routes in service, that isn’t paying drivers, nor going to repair buses, or to keep fares lower. We need these swaps renegotiated.”

That protest included visits to half a dozen banks. Activists demanded branch managers fax a letter to their corporate headquarters calling on the banks to voluntarily renegotiate swaps signed with the Metropolitan Transportation Commission (MTC), the Bay Area’s regional transportation authority, which has lost over $100 million on toxic swap deals.

In 2002 the Bay Area Toll Authority (BATA), a state-level agency operated by the MTC, issued more than $1 billion in bonds to pay for repairs and seismic upgrades of regional toll bridges. Three financial giants stepped forward promising to lower MTC’s long-term borrowing costs on these bonds by using interest rate swaps. Ambac, Solomon Smith Barney and Morgan Stanley signed deals with the MTC to cover $300 million in debt.

“With this transaction, we are getting the peace of mind of a fixed debt payment at a significant discount from traditional price levels,” MTC’s Chief Financial Officer Brian Mayhew said at the time of the deal.

Basically the swap agreement had the MTC paying a fixed interest rate of 4.1 percent to the banks, while the banks paid 65 percent of the London Interbank Offered Rate (LIBOR), a key benchmark used in global financial markets. Whichever party’s sum happened to be higher when payments came due would pay the difference. The advantage of the deal, in the eyes of the MTC’s managers, was that it would lock-in a low interest rate on MTC’s debt, potentially saving as much as $45 million.

“We think it’s a good time to lock in these low rates,” Mayhew said in 2002.

Fast forward to 2009. A year into the financial crisis, interest rates collapsed. LIBOR, which had been fluctuating around 5 percent and reached a peak of 5.8 percent in September of 2007, plummeted to virtually zero. The flow of payments became entirely one-sided, from MTC to banks that offered this deal. The advantage of the swap evaporated, and it became a toxic asset. While the Federal Treasury would offload similar toxic assets from the “too big to fail banks” using the TARP program, local governments were stuck with them.

As Ambac careened toward bankruptcy in 2010 due to its absurdly over-leveraged portfolio of credit default swaps, the MTC was forced to terminate its swap agreement with the company, paying the exorbitant sum of $104 million, after already having paid out $23 million in interest. All of this was essentially bridge toll money, surrendered by drivers crossing the seven state-owned bridges administered by BATA: the Bay, Antioch, Benicia-Martinez, Carquinez, Dumbarton, Richmond-San Rafael, and San Mateo bridges.

The drain on MTC funds indirectly affects all of its programs, including operational support for AC Transit, Muni, and other regional bus and train services. According to its most recent Comprehensive Annual Financial Report, MTC and its transit agency partners are on the hook for another $235 million in interest rate payments due on swaps with a rogue’s gallery of banks including Wells Fargo, Morgan Stanley, Citigroup, Bank of America, JP Morgan, Bank of New York, and Goldman Sachs. All of this money will be diverted from the MTC’s various transit infrastructure, planning, and operations accounts.

“The big picture is service cuts, pay cuts, work speed ups, fare hikes, route eliminations, and other things that harm working people who ride transit,” said retired Muni worker Ellen Murray.

The MTC’s quarter-billion dollar rate swap nightmare is only the most obvious part of a more systemic problem. Until at least 2030, given current conditions, San Francisco’s Airport Commission must make costly rate swap payments to numerous banks, including JP Morgan Chase, Goldman Sachs, Depfa, Bank of America, and Merrill Lynch, on agreements associated with more than a half-billion in debt. Much of this is linked to commercial paper issued to pay for infrastructure at the Airport (SFO).

Unlike the MTC, SFO’s financial managers were more prudent in entering swap agreements, and therefore secured better terms that have produced a net savings. “The Airport has saved about $92 million to date,” Assistant Deputy Airport Director Kevin Kone told us, referring mostly to gains made between 2005 and late 2007.

But since 2008, SFO’s swaps have been losing money. When Lehman Brothers collapsed, and Bear Stearns imploded and was absorbed into JP Morgan, SFO was forced to terminate swaps with both companies, costing $6.7 million. Last year SFO paid $6.65 million to terminate a rate swap agreement with Ireland’s Depfa Bank. In September, the Airport paid another $4.6 million to end yet another rate swap with JP Morgan. These specific swap agreements, Kone says, “were functioning as they should have early on, providing savings,” but now they’re draining public funds.

SFO’s seven remaining swaps have a negative value of $67 million, according to San Francisco’s 2011 Comprehensive Annual Financial Report. As with the MTC, SFO’s debts will ultimately be paid by passengers and taxpayers. Kone says nobody really knows how much these swaps could ultimately impact the airport, either in terms of cost or savings.

“If interest rates rise, they could have a positive cost savings impact on the airport,” he said.

Joe Keffer of the Service Employees International Union (SEIU) Local 1021 said at the Feb. 21 rally that Oakland has already paid Goldman Sachs $26 million on a swap that dates back to 1997, and that under current market conditions, the city will have to pay roughly another $25 million until the contract expires in 2021.

Oakland’s toxic deal with Goldman Sachs is now the subject of much scrutiny. The newly formed Coalition for Economic and Social Justice —made up of churches, labor unions, neighborhood groups, and Occupy Oakland activists— took up the issue with the City Council on Feb. 21, packing the chamber with one of the more diverse activist coalitions in recent memory.

“We’re here to implore you to get the City of Oakland out of this toxic relationship,” Rev. Daniel Buford of the Allen Temple Baptist Church told the council.

Members of the Oakland City Council are sympathetic to this message. In a letter sent last June, Council member Rebecca Kaplan implored Goldman Sachs CEO Lloyd Blankfein to spare Oakland’s taxpayers: “By bringing the contract to conclusion with no penalty fees, and negotiating a reasonable exit strategy, you would be demonstrating good faith to public taxpayers in the most substantial way.” At the conclusion of public comment Tuesday night, Oakland Council member Libby Schaaf promised the public action on the swap.

In a Valentine’s Day protest the previous week, 50 activists visited the Oakland offices of Morgan Stanley. Faculty and students from the Peralta Community College system went there demanding the bank renegotiate a rate swap that is estimated to have cost the college $1.6 million last year. The same day the college’s board of trustees discussed the need to cut $12 million more from the budget in 2012. Morgan Stanley CEO James Goreman’s pay for 2011 was $14 million, opponents of the swap point out.

Peralta student and Bay Area transit activist Adam Ross attempted to reach the 9th floor offices of Morgan Stanley in a small delegation to deliver a letter demanding the bank renegotiate the swap: “There were signs on the door saying the office was closed. They probably got tipped off and locked the doors.”

Afterward, Caesar Swaby of Riders for Transit Justice addressed the rally, connecting dots for the different constituencies present: “Morgan Stanley is taking money from Peralta College, causing classes to be cut. Morgan Stanley is also taking money from transit riders. Morgan Stanley has a $3 million rate swap with the MTC, causing cuts to bus and train services.”

A Morgan Stanley representative declined to comment for this report. Goldman Sachs did not return calls and emails. A spokesperson for the MTC was unable to be reached by deadline.

Burning Man winners: theme camps, and maybe ticket scalpers

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Burning Man organizers faced at least two serious problems created by its flawed new ticketing system, and they chose to deal with just one of them yesterday in announcing that the open sale of the final 10,000 tickets would be canceled and those tickets would instead be sold through the theme camps, art collectives, and volunteer groups that make Black Rock City what it is.

But Black Rock City LLC has decided not to address – at least not yet – its other major problem, which was scalpers and ticket agencies gaming the new ticket lottery to snap up tickets and sell them for huge profits. I and many others have long suggested the LLC register tickets to individual buyers and regulate their exchange to prevent gouging, and after announcing the new system last night, the company got such fierce criticism from online commenters arguing that point that it felt compelled to amend the post a few hours later to address the issue.

“If we don’t fill the holes in the social fabric, who cares about the scalpers, because then we’ve got nothing,” Marian Goodell, the LLC board member who authored last night’s announcement, told me this morning, explaining the emphasis on theme camps.

Without ensuring the city’s art, entertainment, and infrastructure gets build, Burning Man could suffer a fatal blow to its reputation, she said, making the theme camp decision a tough but necessary one. But creating what she called “identity-based tickets” is a far more complicated issue, and she just doesn’t think the scalper problem is as big as many burners believe.

But she doesn’t know for sure. “Nobody knows, it’s all speculation,” Goodell said, and that’s part of the problem. All they really know is demand for tickets this year far exceeded anyone’s expectations – Goodell will only confirm that there were 80,000-120,000 requests for the 40,000 ticket allocated on Feb. 1 – and that tickets often sold for double face value last year after the event sold out a month early for the first time in its 25-year history.

“Is it 100 people or 1,000 people that are going to take advantage of the community, and can we just discourage that?” Goodell said of the number of multiple-ticket-buying profiteers, reiterating her hopes that burners will starve out the scalpers by refusing to pay more than face value for tickets, which is part of the culture’s ethos.

And if it’s just 100, or even 1,000, she said it might not be worth it for the LLC to require the 40,000 people whose tickets will be mailed in June to register by name and to try to bar entry to those whose tickets don’t match their names, particularly given the chance for human error and the remoteness of this temporary city. “How do you punish them? What do you do?” she said, noting that the LLC has delayed the decision on registration while it gathers more information.

But what if the profiteers have managed to wrangle 10,000 tickets? Some bloggers out there have demonstrated how easy it is to generate multiple credit card numbers and argued that scalpers must have done so, despite the LLC claims to have ferreted out the obvious scalper scams before tickets were awarded. “There’s no way it’s 10,000,” Goodell said confidently, although she was also confident that this system would work well, and then that there would be enough extra tickets circulating in the community to satisfy most of the demand, which so far doesn’t seem to be true, with most theme caps reporting that less than a one-third of their members have scored tickets, far less in some cases.

Goodell and the LLC are counting on the STEP ticket exchange system whose registration launches on Feb. 29, but the details of that also generated controversy last night and forced Goodell to say it may still tweak the system. It allows people to sell back their unwanted tickets, with the LLC covering the normal $12 restocking fee. They will then be resold to people who register on a first come, first served basis, but they’ve decided to limit purchases to one per person and only to people who registered and were denied tickets on Feb. 1. Couples were irked that it punishes people who tried to buy two tickets at the main sale using only a single entry, so Goodell said they’ll take another look.

“We are trying to make the STEP system be fluid, so if there’s only a limited number of tickets available then more people can get them,” Goodell said. “We want STEP to work.”

But many burners just don’t think it will. Burning Man tickets have suddenly become a hotter commodity than ever, and even community-minded burners who aren’t seeking to make a profit will probably prefer to sell any extra tickets to someone directly, or to hang onto them for awhile, rather than give them up now to some random people who will then be forced to wait at the gate in the long will-call line, which is a new anti-scalping precaution that Goodell announced.

And then there’s the major thrust of yesterday’s announcement: distributing tickets through theme camps. I and most of the online commenters generally support that decision – at least as the best of a bad set of options – even though it’s certainly a controversial one that values one type of citizen over another and seems to fly in the face of the event’s principle of “radical inclusion.”

Yet it seems to be one that creates some difficult decisions ahead for the LLC. The criteria they laid out say the decisions will be made based on a camp’s history (both its longevity and record of leaving no traces of litter, which the LLC monitors in a very detailed way), what it offers to the city each year, and its adherence to the event’s 10 Principles.

Goodell confirmed my observation of how subjective that judgment will be – something that has spurred criticism that camps cozy with the LLC will get favorable treatment – but she said the large team of volunteers that work with theme camps and volunteer crews each year have already made many of those judgments and determined who will get tickets.

“We already did the math,” she told me. “Just because you’re a theme camp on the map doesn’t entitle you to x-number of tickets.”

While there may be about 700 registered theme camps in recent years, Goodell said the LLC is focused on getting tickets to camps that are truly interactive or offer entertainment, transportation, art, or volunteers to key functions such as the Lamplighters or Gate crew. “And we know who they are,” she said.

For everyone else, there are still a couple more chances to get tickets, beyond just the open market. There will be 4,000 low-income tickets (just $160) offered through a process that will likely be more competitive than ever, with registration beginning Feb. 29. And then there are the major art projects that receive grant funding and free tickets for crew members from the LLC, with the announcements of winners expected next month.

So now, burners and outside observers will just have to wait and see – first how the LLC’s solutions work, then this summer to see how the scalpers’ really did – as Burning Man muddles through what is proving to be a pivotal year.

Mayor Lee’s vanishing bike lanes

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By Morgan Fitzgibbons

OPINION When Mayor Ed Lee announced in February 2011 that he understood both the critical importance and the severe dangers inherent in the current bicycle infrastructure along the dual three-block stretches of Fell and Oak between Scott and Baker, a shot went through the community of people who had worked for so long to bring awareness to this troubled path.

Finally, it seemed, we had a mayor who understood that if San Francisco was serious about living up to its own nearly 40-year-old pledge to be a transit-first city, a narrow bike lane sandwiched between parked cars and fast-moving traffic on Fell Street and a complete absence of any bicycle infrastructure on Oak simply wouldn’t do.

Finally, we had a mayor who wouldn’t be satisfied with mere words on a page, who had the courage to carve out one single safe bike route from the east side of town to the west, to create a viable alternative to automobile transportation, to prepare our city for the inevitable challenges presented by climate change, peak oil, and economic collapse, and to do it in the face of the predictable objections from a few small-picture citizens who couldn’t look at the 60 square feet of a parking spot and imagine anything other than a privately owned two-ton pile of steel taking up precious public space.

The community of people who had waited nearly 40 years for the city to live up to its own word kept on waiting throughout 2011, patiently allowing the Municipal Transportation Agency to perform its due diligence, attending multiple public meetings in the hundreds, and delivering a resounding verdict: bring us our separated bike lanes. Make this neighborhood a better place to live. Begin the long work of preparing our city for a way of living that doesn’t center around the automobile.

With the public process complete and the calendar turning to nearly one year since Lee called for the MTA to “move quickly” to create separated bike lanes on Fell and Oak, the MTA handed down a jarring announcement. The Fell and Oak Bikeways were being delayed because the agency needed to take extra time to do all that could be done to find nearby replacements for the 80 parking spots set to be removed for the bike lanes.

That’s right — in a city that has for 40 years had an explicit policy of giving preference to transit options that weren’t the automobile, in a city that, nevertheless, has over 440,000 public parking spots and zero safe, accessible bike routes from the east side of town to the west, the creation of a separated bikeway that the vast majority of the community wants, and that the mayor’s own newly appointed District Supervisor, Christina Olague, is in support of, was being delayed by nearly a year so that the loss of private automobile parking would be as small as possible.

How does this happen? In a word: fear. The mayor and MTA are afraid of ruffling a few feathers to do what they know is right.

Cities like New York, Portland, and Minneapolis are leapfrogging us in building the cities of tomorrow. Chicago is creating 100 miles of separated bike lanes in the next four years. Don’t call us America’s Greenest City — you’re thinking of the San Francisco of 40 years ago.

Morgan Fitzgibbons is co-founder of the Wigg Party, a Western Addition neighborhood sustainability group

Before Burning Man’s big announcement, some final bits and bytes…

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[UPDATE: Goodell posted details on the new system, which distributes remaining tickets through theme camps. We’ll have interviews and analysis tomorrow.]  Burning Man participants are anxiously awaiting tomorrow’s (Wed/15, release expected at 6:30 pm) announcement by Black Rock City LLC about how it will solve this year’s ticket fiasco that left most veteran burners – those who work through theme camps and art collectives to create the event’s infrastructure, entertainment, and artistic offerings – without tickets.

As I reported last week, sources say all or most of the remaining 10,000 tickets will likely be distributed through these theme camps and collectives, and representatives from many of the major ones have been invited to a meeting at Burning Man’s mid-Market headquarters tomorrow to discuss the new system.

Sources say the LLC is also trying to implement a system of having those who were awarded tickets on Feb. 1 register those tickets to specific individuals before they are mailed out in June and to create a regulated aftermarket ticket exchange in order to prevent scalpers from charging more than face value. The LLC has resisted creating such a system, which many burners have suggested since the event sold out for the first time last year and scalpers gouged buyers.

LLC board member Marian Goodell still has not returned my repeated calls for comment, so we can’t say exactly what the new system will look like, or how the LLC will decide which of the hundreds of theme camps that have registered over the years get tickets. Or how the registration system will work, or to sort out many of the other tricky details associated with this mess.

Hopefully, much of that will become clear tomorrow, and I’m sure there will still be many issues to explore then. But for now, I’d like to do a bit of a notebook dump to air a few of the interesting bits from the voluminous input that has been coming my way since I started writing (and being interviewed by the Sacramento Bee and New York Times) about the snafu a few weeks ago:

 

CHICKEN THE SCALPER

The LLC has been urging burners to freeze out ticket scalpers and refuse to pay more than face value for a ticket, urging the community to stick together. “You’re really hurting your community if you’re treating this like a commodity,” Goodell told me in late January, a message that I helped to convey.

As hundreds of burners commented on my stories and others, I was a bit surprised by the silence of longtime burner Chicken John Rinaldi, who has been a regular vocal critic of the LLC’s leadership since I first started reporting on Burning Man for the Guardian in late 2004 and who then became a major character in my book.

Chicken had predicted the new ticket lottery system would fail and be gamed by scalpers, so when I finally talked to him late last week, I asked about his relative recent silence. “I really don’t think I belong in this conversation because I’m the scalper,” he told me. “I got dozens of tickets and I’m planning to make tens of thousands of dollars.”

Chicken said he used confederates and multiple credit cards to game the system, just like the scalpers. And to justify his mercenary approach, he cited last year’s announcement by event founder Larry Harvey that he and the other five LLC board members are in the process of cashing out their ownership interest over the trademarks and logos for significant sums of money before turning control of the event over to a new nonprofit.

“They want capitalism. Larry wants to make millions of dollars off of this, so I’m going to make some money, too,” Chicken said. “I deserve that money.”

Now, I don’t know whether Chicken is telling the truth or just making a provocative point, but he does say that he’s only taking this tack because the LLC has commodified Burning Man and failed to heed community input and guard against scalpers. “If I ran Burning Man, I wouldn’t let people make tens of thousands of dollars off my members,” he said. “Our community needs some leadership.”

 

SERVING THE DISABLED

Many theme camp members have publicly said that their camps won’t be able to attend this year because so few of their campmates got tickets, making it impossible to pull off large scale projects, thus diminishing Black Rock City. But there was one story I found particularly poignant, and one that the LLC might be forced to help.

For the last six years, the Black Rock Department of Mobility (formerly known as Hotwheelz) has been providing shuttle services and electric wheelchairs to those with disabilities, helping them to get around a city where private cars aren’t allowed to drive during the week and where dusty, uneven terrain can to be problematic for the disabled.

But this year, camp founder Wayne Merchant told me, the Southern California-based camp scored just three tickets for its 27 active members. Already, he said they lined up almost 10 golf carts to do shuttles, nine electric wheelchairs for people to use, a few art cars with lifts, and at least 10 clients with disabilities have signed up for their services.

“I have the best core team that we’ve ever had on this camp,” he said, “but this is totally putting us out of business.”

He also raised the specter that without the voluntary services that this camp provides, the event itself might be out-of-compliance with the Americans with Disabilities Act (ADA), possibly exposing the LLC to legal liability: “It will basically dump all the ADA compliance on Burning Man.”

“Depending on what happens tomorrow,” said Merchant, who plans to the attend the meeting at BM HQ, “I could be totally be done with Burning Man.”

 

WAITING ON THE FEDS

Many burners have suggested the LLC deal with this year’s ticket demand issues by simply increasing the city’s population, but organizers have said that’s not really within their power. Not only are there transportation and other logistical constraints, but determining the population cap is at the sole discretion of the Bureau of Land Management, which manages the Black Rock Desert.

More precisely, it is at the sole discretion of Rolando Mendez, the BLM field manager for the region, who I interviewed last week, along with assistant field manager Cory Roegner. And one of the things I learned that I found most interesting is that the population cap won’t even be set until this June, after all the tickets have been distributed.

“Black Rock City LLC is free to sell as many tickets as they’re inclined to,” Mendez said. “That’s a calculated business decision on their part, but I would expect Black Rock City LLC to live by the population cap that I set.”

Right now, both the LLC and BLM are awaiting completion of an Environmental Assessment (EA) report on the LLC’s request for a five-year permit that seeks a population cap that would gradually increase from 58,000 to 70,000. A draft report is expected next month, after which there will be a public comment period, with the final report expected in June.

“I have not determined how to allocate that population cap over time,” Mendez said, expressing concerns over limited highway access to the site and other factors. “Too sudden of a change at too great a level could overwhelm the system.”

Both Mendez and Goodell say the two entities have a good working relationship. “We work together at problem solving and brainstorming,” Mendez said. “But right now, I’m depending on the EA.”

While he did indicate that Burning Man will probably be allowed to maintain at least its current size, as the LLC is relying on, even that isn’t guaranteed. It all depends on what the report says. So what happens if the LLC sells too many tickets now? Mendez said that’s not his call: “I don’t know the business strategy Black Rock City LLC is using or what their contingency plans are.”

 

CHANGING NUMBERS

When Goodell and Harvey called me on Jan. 27 to let me know that requests for tickets had far exceeded supply and to enlist my help in spreading the word that people should remain calm, rely on those in the community who had most of the extra tickets, and avoid buying from scalpers, I asked how many ticket requests there were.

They refused to tell me. I’ve been a journalist for 20 years, so I’m used to corporations denying me financial information that I’ve sought. And it wasn’t even a surprise from this LLC, which claims financial transparency but which has refused to disclose lots of information that I’ve sought over the years.

But as it became clear that their initial beliefs about how many tickets would be available within the community proved overly optimistic, and as pressure grew from both the Burning Man community and other journalism organizations, the LLC went into damage control mode and started to be a little more forthcoming.

So, how many ticket requests did they actually have? Well, it depends on who you believe. Goodell told the New York Times and other outlets that it was about 80,000 requests. But longtime event spokesperson Andie Grace – in a post that was widely lauded for a frankness and contrition that had been lacking in earlier communications from the LLC – wrote “we had nearly three times the number of tickets requested than we had available tickets.”

So, was 80,000 or 120,000? That’s a pretty big difference, particularly given that all the official posts so far have claimed that scalpers gaming the new system wasn’t as big a factor as is widely believed, although few have offered convincing evidence for that self-serving belief (after all, if it was scalpers gaming the system, than its creators made a mistake).

Personally, I’ve long believed that the LLC should be more transparent. As I discuss in my book, the LLC reveals general expenditure data (sometimes belatedly), but no information on revenues or current balances. The most recent report, for 2010, shows total expenses of $17.5 million, which includes a payroll of $7.3 million and fees to BLM and other agencies of more than $1.5 million.

Harvey has said that everything will be opened up once control is turned over to the nonprofit Burning Man Project in two to five years, but Chicken and others have complained that the board members will already have made off their their payouts by then and that those have contributed their sweat equity for decades have a right to know how much that is.

Maybe a bit more consistency in numbers and transparency now would help quell some of this restive community’s concerns, but clearly we’re not the ones making those kinds of decisions.

The Obama budget, beyond the politics

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Man, the way the president’s talking it sounds as if he’s appointed the General Assembly of OccupySF to write his budget plans. He’s going to make everyone pay a fair share of taxes. He’s going to invest in affordable higher education. He’s going to spend $350 billion on jobs programs. Just about everyone in the news media is calling it a “populist budget.

I love the politics. It’s the year Occupy will dominate the national political debate, and for Obama to decide that he wants to hitch his wagon to the tax-the-rich star can only be a positive development. Washington is listening, and is starting to talk. We’re making progress.

But we haven’t made that much. Because the actual Obama budget isn’t such a radical departure from what he and his predecessors have been doing for years: Spending far too much on the military, cutting tax rates for high incomes and leaving largely intact the class divide.

There’s a good NYT analysis here but you have to go through it carefully. Here’s what our populist leader wants to do:

1. He’s going to spend $613.9 billion on the military, more than most other departments combined. When you add in the $64 billion we’re spending to clean up the human costs of former wars (which isn’t enough) and the $40 billion we’re spending on Homeland Security, that’s a big, big number. Yeah, it’s about 2 percent less than last year. It’s still far too large, dwarfing all other federal spending. And we’re supposed to be winding down wars.

2. He’s not going to raise the marginal tax rate on the rich. In fact, he’s talking about lowering it. That’s crazy, that’s criminal, that’s a recipe for continued deficits and increased wealth disparity. All he’s proposing is to raise the tax rate on stock dividends — yeah, that’s something that mostly benefits the wealthy (although also some middle-class retired people), but it’s a tiny fraction of the money that would be available if the top bracket was raised just a little bit. His goal for new taxes? About $20 billion a year. Peanuts.

3. He’s not investing heavily in critical transportation priorities like high-speed rail. The funding for the transpo system of the nation’s future: $47 billion over six years. That’s less than $8 billion a year, which won’t build much track. His annual commitment to a project that would create tens of thousands of jobs and go a long way to end fossil-fuel reliance? About what the Pentagon will spend every four days. Whoopee.

So while I get the rhetoric, and it demonstrates that he’s going to make a few nods to the left during the campaign, I wouldn’t get too excited about this budget. It’s really business as usual.

 

 

The parking war

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EDITORIAL When you talk about changing parking rules in San Francisco, you’re setting off the political equivalent of shooting war. Nobody wants more parking tickets, nobody wants more expensive parking meters, nobody wants to pay for parking that’s been free for years — and the Municipal Transportation Agency has, by most accounts, done a pretty poor job of selling its new parking management program.

That’s too bad, because the MTA proposals aren’t all bad. In fact, the agency is doing exactly the right thing by looking at a long-term citywide plan for altering the way people pay for and use on-street parking. If the bureaucrats at a city department that isn’t used to San Francisco’s often slow community-oriented planning process can shift their outreach efforts into a different gear, there’s no reason they can’t come up with a plan that most neighborhood residents and small businesses will support.

The MTA’s SFPark program uses high-tech meters that accept credit cards and change prices at different points of the day to maximize turnover on the streets. That’s actually good for local businesses — the less time people spend circling the block looking for a parking space, the more likely they are to stop and shop. Limiting the number of cars cruising for a space improves traffic flow. And parking for an hour or two at a meter is still much cheaper than parking in a garage.

But when the MTA announced that it was expanding SFPark into the Northeast Mission, Dogpatch, Potrero Hill and Mission Bay, the neighborhoods rebelled. Some of that was just anger over the prospect of meters being installed on streets that don’t have them. Some of it comes from the changing land use in areas that are increasingly both residential and commercial. Some of it comes from the intense development pressure in those areas.

But a lot of it was a legitimate response to a perception that the MTA was trying to ram the changes through without making a serious effort to work with the community. It’s not surprising — the MTA has been somewhat isolated from the politics of land use and planning in the city. So the staff isn’t used to the fact that San Francisco is a process-oriented place where a wide range of constituent groups want input before anything happens where they live or work.

The neighborhoods need to understand reality, too: The era of free parking in San Francisco is coming to an end. That’s a good thing — the city as a matter of policy should discourage the use of cars, and charging drivers for parking (and using that money to improve Muni) is an obvious solution. And the proposals aren’t that onerous: Paying 25 cents an hour for all-day parking where you work is hardly a terrible financing burden. (And let’s face it — the neighborhood parking stickers are way, way too cheap.)

But much of the southeast is badly served by transit and there are vehicle-intensive production, distribution and repair uses, and MTA needs to understand that. The agency has wisely delayed the program — and after its shown it can work with the neighborhoods, this sort of bold initiative will be possible.

Guardian editorial: The parking war

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EDITORIAL When you talk about changing parking rules in San Francisco, you’re setting off the political equivalent of shooting war. Nobody wants more parking tickets, nobody wants more expensive parking meters, nobody wants to pay for parking that’s been free for years — and the Municipal Transportation Agency has, by most accounts, done a pretty poor job of selling its new parking management program.

That’s too bad, because the MTA proposals aren’t all bad. In fact, the agency is doing exactly the right thing by looking at a long-term citywide plan for altering the way people pay for and use on-street parking. If the bureaucrats at a city department that isn’t used to San Francisco’s often slow community-oriented planning process can shift their outreach efforts into a different gear, there’s no reason they can’t come up with a plan that most neighborhood residents and small businesses will support.

The MTA’s SFPark program uses high-tech meters that accept credit cards and change prices at different points of the day to maximize turnover on the streets. That’s actually good for local businesses — the less time people spend circling the block looking for a parking space, the more likely they are to stop and shop. Limiting the number of cars cruising for a space improves traffic flow. And parking for an hour or two at a meter is still much cheaper than parking in a garage.

But when the MTA announced that it was expanding SFPark into the Northeast Mission, Dogpatch, Potrero Hill and Mission Bay, the neighborhoods rebelled. Some of that was just anger over the prospect of meters being installed on streets that don’t have them. Some of it comes from the changing land use in areas that are increasingly both residential and commercial. Some of it comes from the intense development pressure in those areas.

But a lot of it was a legitimate response to a perception that the MTA was trying to ram the changes through without making a serious effort to work with the community. It’s not surprising — the MTA has been somewhat isolated from the politics of land use and planning in the city. So the staff isn’t used to the fact that San Francisco is a process-oriented place where a wide range of constituent groups want input before anything happens where they live or work.

The neighborhoods also  need to understand reality: The era of free parking in San Francisco is coming to an end. That’s a good thing — the city as a matter of policy should discourage the use of cars, and charging drivers for parking (and using that money to improve Muni) is an obvious solution. And the proposals aren’t that onerous: Paying 25 cents an hour for all-day parking where you work is hardly a terrible financing burden. (And let’s face it — the neighborhood parking stickers are way, way too cheap.)

But much of the southeast is badly served by transit and there are vehicle-intensive production, distribution and repair uses, and MTA needs to understand that. The agency has wisely delayed the program — and after its shown it can work with the neighborhoods, this sort of bold initiative will be possible.

 

 

Jeffrey Sachs: The necessity for sustainable development

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By Jeffrey D. Sachs
Jeffrey D. Sachs is Professor of Economics and Director of the Earth Institute at Columbia University. He is also Special Adviser to United Nations Secretary-General on the Millennium Development Goals.

ADDIS ABABA – Sustainable development means achieving economic growth that is widely shared and that protects the earth’s vital resources. Our current global economy, however, is not sustainable, with more than one billion people left behind by economic progress and the earth’s environment suffering terrible damage from human activity. Sustainable development requires mobilizing new technologies that are guided by shared social values.

United Nations Secretary-General Ban Ki-moon has rightly declared sustainable development to be at the top of the global agenda. We have entered a dangerous period in which a huge and growing population, combined with rapid economic growth, now threatens to have a catastrophic impact on the earth’s climate, biodiversity, and fresh-water supplies. Scientists call this new period the Anthropocene – in which human beings have become the main causes of the earth’s physical and biological changes. 

The Secretary-General’s Global Sustainability Panel has issued a new report that outlines a framework for sustainable development. The GSP rightly notes that sustainable development has three pillars: ending extreme poverty; ensuring that prosperity is shared by all, including women, youth, and minorities; and protecting the natural environment. These can be termed the economic, social, and environmental pillars of sustainable development, or, more simply, the “triple bottom line” of sustainable development.

The GSP has called for world leaders to adopt a new set of Sustainable Development Goals, or SDGs, that will help to shape global policies and actions after the 2015 target date for achieving the Millennium Development Goals (MDGs). Whereas the MDGs focus on reducing extreme poverty, the SDGs will focus on all three pillars of sustainable development: ending extreme poverty, sharing the benefits of economic development for all of society, and protecting the Earth.

It is, of course, one thing to set SDGs and quite another to achieve them. The problem can be seen by looking at one key challenge: climate change. Today, there are seven billion people on the planet, and each one, on average, is responsible for the release each year of a bit more than four tons of carbon dioxide into the atmosphere. This CO2 is emitted when we burn coal, oil, and gas to produce electricity, drive our cars, or heat our homes. All told, humans emit roughly 30 billion tons of CO2 per year into the atmosphere, enough to change the climate sharply within a few decades.

By 2050, there will most likely be more than nine billion people. If these people are richer than people today (and therefore using more energy per person), total emissions worldwide could double or even triple. This is the great dilemma: we need to emit less CO2, but we are on a global path to emit much more.

We should care about that scenario, because remaining on a path of rising global emissions is almost certain to cause havoc and suffering for billions of people as they are hit by a torrent of droughts, heat waves, hurricanes, and more. We have already experienced the onset of this misery in recent years, with a spate of devastating famines, floods, and other climate-related disasters.

So, how can the world’s people – especially its poor people – benefit from more electricity and more access to modern transportation, but in a way that saves the planet rather than destroys it? The truth is that we can’t – unless we improve dramatically the technologies that we use.

We need to use energy far more wisely while shifting from fossil fuels to low-carbon energy sources. Such decisive improvements are certainly possible and economically realistic.

Consider the energy inefficiency of an automobile, for example. We currently move around 1,000 to 2,000 kilograms of machinery to transport only one or just a few people, each weighing perhaps 75 kilograms (165 lbs.). And we do so using an internal combustion engine that utilizes only a small part of the energy released by burning the gasoline. Most of the energy is lost as waste heat.

We could therefore achieve huge reductions in CO2 emissions by converting to small, lightweight, battery-powered vehicles running on highly efficient electric motors and charged by a low-carbon energy source such as solar power. Even better, by shifting to electric vehicles, we would be able to use cutting-edge information technology to make them smart – even smart enough to drive themselves using advanced data-processing and positioning systems.

The benefits of information and communications technologies can be found in every area of human activity: better farming using GPS and micro-dosing of fertilizers; precision manufacturing; buildings that know how to economize on energy use; and, of course, the transformative, distance-erasing power of the Internet. Mobile broadband is already connecting even the most distant villages in rural Africa and India, thereby cutting down significantly on the need for travel.

Banking is now done by phone, and so, too, is a growing range of medical diagnostics. Electronic books are beamed directly to handheld devices, without the need for bookshops, travel, and the pulp and paper of physical books. Education is increasingly online as well, and will soon enable students everywhere to receive first-rate instruction at almost a zero “marginal” cost for enrolling another student.

Yet getting from here to sustainable development will not just be a matter of technology. It will also be a matter of market incentives, government regulations, and public support for research and development. But, even more fundamental than policies and governance will be the challenge of values. We must understand our shared fate, and embrace sustainable development as a common commitment to decency for all human beings, today and in the future.

Jeffrey D. Sachs is Professor of Economics and Director of the Earth Institute at Columbia University. He is also Special Adviser to United Nations Secretary-General on the Millennium Development Goals.

Copyright: Project Syndicate, 2012.
www.project-syndicate.org

Pay to park

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The San Francisco Municipal Transportation Agency has hailed the success of its SFpark program — which uses high-tech meters and demand-variable pricing to manage on-street parking — noting that expired meter citations are down and meter revenue is up. The resulting 11 percent net increase in revenue  is all going to improve Muni. So transit improves, drivers get more spots and fewer tickets — everybody wins.

[CLARIFICATION (2/1): The new meters had an 11 percent net revenue increase compared to the old meters, but overall net revenues from citations and meters was still down by 3 percent.]

But the SFMTA has run into a hornet’s nest of opposition with its latest proposal to expand SFpark into the Northeast Mission District, Potrero Hill, Dogpatch, and Mission Bay, largely because the plan involves placing meters on streets where parking is now free. And even those who don’t object to paying for parking say the SFMTA has bungled this process.

The problem isn’t just what critics say are arrogance and dubious outreach efforts by agency officials. It may be that the SFMTA pursued too many goals at once, mixing them in ways that muddled the message. Or it may just be that charging for parking will always anger drivers, no matter how it’s proposed.

The agency wants to discourage driving — particularly cruising for parking, hence SFpark’s “Circle Less, Live More” slogan — to speed up Muni and reduce traffic congestion. But that also means charging for street parking so cars won’t just sit in those spaces, and that involves a complicated balancing act in mixed use neighborhoods.

Residents, many employers, and commuters want all-day street parking, preferably free and easy. But most business owners want enough parking turnover so their customers can find a spot. City policies call for prioritizing residents’ needs, and the SFMTA needs money to fund and expand Muni service.

Meeting all of those needs isn’t easy. But over the last couple of months, the SFMTA’s effort to expand its successful and popular SFpark program have managed to turn thousands of residents angrily against that program, the agency, and the proposition that people shouldn’t expect free parking.

 

COMMUNITY OUTRAGE

Architect John Lum and artist-designer Miranda Caroligne didn’t know each other a couple months ago, but now they’re helping to lead a movement that is uniting neighborhood groups in the Mission, Dogpatch, and Potrero Hill against the parking meter proposals.

“You have an agency that is not listening at all to the community. That’s fascism!” declares Lum. He’s actually an amiable and soft-spoken young guy who employs 10 people at his architecture firm near 17th and Capp streets, but this issue really gets his blood boiling.

And Lum isn’t alone, as the Jan. 13 public meeting before an SFMTA hearing officer showed. Not only did everyone who streamed to the microphone voice opposition to the proposals, but they usually did so in angry and accusatory ways, saying it would destroy businesses, punish the poor, and result in conditions that are simply unworkable and intolerable. And they said the SFMTA simply doesn’t care.

“If you’re a PDR business,” Caroligne said, referring to the Production, Distribution, and Repair businesses whose last bastion is some of the targeted areas, “you’re never going to get people to work at a place that doesn’t have parking…This proposal will push them out.”

There are myriad ways that the plans are flawed, say their critics: Meters were proposed on some residential streets in initial plans, despite SFMTA policies to the contrary; traffic surveys had too small a sampling and weren’t realistic; residential permit districts would be replaced by meters, or meters would be placed where districts might work better; transit service on Potrero Hill is too bad to expect people to use it; live-work spaces were inappropriately treated like retail outlets; and meters near the 22nd Street Caltrain station could actually discourage the use of public transit.

“There’s not that much disagreement, but where there is, it’s really important,” said Tony Kelly, president of the Potrero Boosters Neighborhood Association. “I’m someone who supports parking management, and I’m frustrated that the MTA is so tone deaf with this. We’ve been through a lot of fake public outreach efforts and this is looking like one of those.”

Janet Carpinelli, president of the Dogpatch Neighborhood Association, said her members feel like the SFMTA is ramming this through without regard for the needs or input of that neighborhood.

“The real issue is it’s a very big inconvenience to the businesses and residents in this neighborhood and it’s not really helping anything. It’s just a revenue grab by the MTA,” she said.

Potrero Hill resident Jim Wilkins was so outraged by the proposal to install meters along Pennsylvania Street outside his home that he started an online petition against the proposals that has so far garnered about 1,300 signatures. “We’re forming an organization to resist these proposals,” he told us.

Lum was already a member of the 17th Street Coalition, which formed in 2010 to oppose the renewal of a liquor license at the local Gas’n’Shop, but more recently organized opposition to the meter proposal. It attracted Caroligne, and now they’ve formed a new group, Northeast Mission Neighbors, which held a joint organizing meeting with the Dogpatch and Potrero groups on Jan. 23. They’re all determined to delay and modify the SFMTA’s proposal, which had been scheduled for adoption by the SFMTA Board of Directors Feb. 7.

Lum said the proposed changes are tough to accept: “I don’t think this is about free parking, it’s about living and working in a community with certain things and now those things are changing.”

 

CHANGE IS HARD

The biggest target of critics’ ire is Jay Primus, who runs the SFpark program for the SFMTA. He maintains that he’s done extensive outreach and gathered community input that has shaped the plans. “These are still proposals and nothing has been approved yet,” he told us.

For example, Wilkins told us his campaign continued even after the meters in front of his house were eliminated from the proposal last month. Primus also noted the proposed meters allow for all-day parking at just 25 cents an hour in most places, so it isn’t really such an inconvenience or financial hardship. And Primus just announced that the Feb. 7 hearing is being pushed back by at least two weeks to heed more community input.

But most of the opposition to the proposals isn’t surprising, and Primus thinks it comes more from the idea of charging for street parking than with the specifics of the proposal.

“Parking is always an emotional and delicate issue in San Francisco, as it is in most cities,” Primus said, citing protests against charging for parking going back to when the first meters were installed in 1947. “This has happened at every block that has gotten meters.”

But now, there are even more benefits and ease of use with modern meters, which motorists can pay with a credit card or even remotely. Variable pricing is also used to ensure more parking based on demand, although it’s being kept at a very low rate in areas where businesses or residents still need all-day parking.

“If people are opposed to paying 25 cents per hour, the lowest rate in the city, then they are opposed to paying for parking,” Primus said. He said it’s a matter of equity among citizens: “There’s nothing equitable about providing parking for free and asking people to pay $4 for a round trip Muni ride.”

That’s a notion that is echoed by others who say it’s time for motorists to start paying their fair share.

“Everybody wants something for nothing. We all want that. Nobody wants to pay for parking, not even me,” Don Shoup, the UCLA professor who wrote the influential book The High Cost of Free Parking, told us. He later added, “That whining you hear is the sound of change.”

At a time when governments are hurting for revenue to provide basic services — among them, maintaining extensive roadway systems for motorists whose taxes don’t come anywhere near covering their societal impacts — he said it just doesn’t make sense to continue subsidizing the storage of automobiles.

“San Francisco has some of the most valuable land on earth. You have expensive housing for people and free parking for cars. It’s not surprising that San Francisco has homeless people and traffic congestion,” Shoup said. “There was never a city that is so liberal about other people’s affairs and so conservative about its own affairs.”

But Shoup did agree with critics that the real goal of managing parking isn’t to discourage driving, although he applauds the SFpark program for using its increased revenue on public transit, which he thinks makes sense from a social justice perspective.

Jason Henderson, a professor of geography at San Francisco State and author of an upcoming book on the politics of parking and mobility, goes even further than Shoup in saying that San Francisco should use its parking policies to discourage driving. But at the very least, Henderson said it is counterproductive to offer free parking.

“The city is giving away valuable real estate with all of this free and underpriced curbside parking at a time when the city’s transportation infrastructure is crumbling and essential city services for parks, after school programs, and libraries are constantly being cut. And here we have thousands of acres of real estate just being given away,” Henderson told us.

“If anything, it needs to be done citywide so that it’s judicious and level, so that merchants won’t say that people won’t come to their neighborhood because they can go to a different neighborhood where there’s free parking.”

Primus said there is a particularly strong need to manage parking around Mission Bay and the North Mission, where much of the city’s growth is occurring.

“In a way, the SFMTA is catching up with the growth of the city. These are some of the last remaining areas that are residential-commercial mixed use areas with no parking management,” Primus said.

Kelly agrees that time has come, but he doesn’t think the SFMTA has helped its case, particularly given the emotions surrounding the issue and the need to maintain public support for improved transit service.

“They’ve been spending all their waking hours in the last couple years pissing people off over parking meters, do you really think people will then support their revenue proposals?” Kelly questioned.

Lum and Caroligne both said the SFMTA should have been willing to make the fundamental argument to people that the days of free parking are coming to an end.

“That’s where a lot of the anger is coming from, you’re doing this for all these reasons that don’t make sense and treating us like children,” Caroligne said, although she also added, “I agree with you that there would still be some outrage, even if the outreach had been better.”

In the realms of the unreal

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FILM/DANCE Watching Pina Bausch’s choreography on film should not have been as absorbing and deeply affecting of an experience as it was. Dance on film tends to disappoint — the camera flattens the body and distorts perspective, and you either see too many or not enough details. Avatar (2009) certainly didn’t convince me that 3D was the answer.

However, improved technology gave Wim Wenders (1999’s Buena Vista Social Club; 1987’s Wings of Desire) the additional tools he needed to accomplish what he and fellow German Bausch had talked about for 20 years: collaborating on a documentary about her work. Instead of making a film about the rebel dance maker, Wenders made it for Bausch, who died in June 2009, two days before the start of filming.

Pina is an eloquent tribute to a tiny, soft-spoken, mousy-looking artist who turned the conventions of theatrical dance upside down. She was a great artist and true innovator whose thinking was crucially shaped by her work in the 1960s with Antony Tudor and the team of Donya Feuer and Paul Sanasardo.

Wenders’ great accomplishment in this beautifully paced and edited document is its ability to elucidate Bausch’s work in a way that words probably cannot. While it’s good to see dance’s physicality and its multi dimensionality on screen, it’s even better that the camera goes inside the dances to touch tiny details and essential qualities in the performers’ every gesture. No proscenium theater can offer that kind of intimacy.

Appropriately, intimacy (the eternal desire for it) and loneliness (an existential state of being) were the two contradictory forces that Bausch kept exploring over and over. There is something absurd about the way her dancers never tire of being curious, silly, cruel, childish, hysterical, loving, and angry. The nobility and desperation comes from not giving up.

By taking fragments of the dances into the environment — both natural and artificial — of Wuppertal, Germany, Wenders places them inside the emotional lives of ordinary people (subjects of all of Bausch’s work), where there is room for a man with rabbit ears to ride public transportation and couples make love at intersections.

In Bausch’s work, sets — deluges, walls that crumble, hippos, mountains, floors made from dirt, grass, and carnations — are the obstacles that challenge and dwarf the dancer. Wenders chose his outside “sets” brilliantly to similar effect. Many locations are huge: gyms, factories, convention halls, and quarries — and the performers are clearly strangers.

The 3D technology Wenders uses rarely jumps out at the viewer. Instead, his space has a sheen and glassy quality that is non-realistic; it seems to pervade the whole film even in its more conventionally-shot sequences. While it’s good to see dance’s physical multidimensionality, perhaps even more satisfying is Wenders’s juxtaposing of different senses of dimensionality into a coherent whole that I suspect Bausch would have approved of. It’s the artifice and not the realism that makes Pina the fine work it is.

Before her death, Bausch had chosen four choreographies as the film’s core material. They were excellent picks, though it’s curious that three of them are quite early while Vollmond is her last complete work, more in the genre of her later “travel-inspired” pieces. Perhaps she meant to tell us something. Café Mueller shows a young Bausch in a dreamy, nightmarish labyrinthine environment; The Rite of Spring starts her investigation of male-female struggles; and Kontakthof is a work about the eternal mating frenzy as danced by her own company, a group of seniors, and an ensemble of teenagers.

Not pre-planned, however, was Wenders’ brilliant decision to include “interviews” with the dancers. They silently look at the camera but their grief-stricken faces speak of loss, loneliness, and a sense of abandonment. They were thinking about Bausch’s death, but perhaps also about her work. *

PINA opens Fri/20 in San Francisco.

Gov. Brown backs high-speed rail and other big ideas

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California Gov. Jerry Brown this morning used a big portion of his annual State of the State speech to promote the construction of a high-speed rail system for California – a project that has been under attack by conservatives, as we reported in this week’s paper – chiding those who believe the state can’t do big things anymore.

“Contrary to those declinists, who sing of Texas and bemoan our woes, California is still the land of dreams,” Brown said, a theme that he developed and returned to throughout his speech, calling them “critics who fantasize that California is a failed state.”

Instead, Brown optimistically called for California to take on big projects, singling out high-speed rail, the conversion to sustainable energy sources, and a major water project that will address environmental issues in the Delta and the needs for drinking water and agricultural uses.

But it was the high-speed rail project, for which the Legislature must approve the issuance of bonds this year, that Brown used to make his strongest statement against retreating from big ideas, noting that California can’t simply build enough new freeway and airport expansions to handle a growing population.

“Those who believe that California is in decline will naturally shrink back from such a strenuous undertaking. I understand that feeling but I don’t share it, because I know this state and the spirit of the people who choose to live here,” he said.

And he exhorted Californians to remember the past as they plan for the future: “Critics of the high-speed rail project abound as they often do when something of this magnitude is proposed. During the 1930’s, The Central Valley Water Project was called a ‘fantastic dream’ that ‘will not work.’ The Master Plan for the Interstate Highway System in 1939 was derided as ‘New Deal jitterbug economics.’ In 1966, then Mayor Johnson of Berkeley called BART a ‘billion dollar potential fiasco.’ Similarly, the Panama Canal was for years thought to be impractical and Benjamin Disraeli himself said of the Suez Canal: ‘totally impossible to be carried out.’ The critics were wrong then and they’re wrong now.”

Staying on track

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steve@sfbg.com

After weeks of attacks from critics of the high-speed rail system now being built in California — a campaign that even came home to San Francisco City Hall last week, when Sup. Sean Elsbernd challenged Mayor Ed Lee on the issue and called for a hearing — Gov. Jerry Brown and other supporters have stepped up efforts to keep the train from being derailed.

With seed money from a $10 billion bond measure that California voters approved in 2008 and an initial federal grant of $3.3 billion to help build the Central Valley section of the track, the California High Speed Rail Authority is working on construction of a bullet train that would carry riders from San Francisco to downtown Los Angeles in about 2.5 hours, traveling at speeds of up to 220 mph. That project is slated to cost nearly $100 billion, and the next phase would extend service to Sacramento and San Diego.

But Republicans in Congress and the California Legislature began to balk at funding the project last year. Earlier this month, a report by the California High-Speed Peer Review Group recommended that the Legislature indefinitely delay issuing $2.7 billion in rail bonds, citing the uncertainty of future funding sources and problems with the project’s business plan.

“It does not take a rocket scientist to see the future of high-speed rail is in serious doubt,” Elsbernd said at the Jan. 10 Board of Supervisors meeting, where he used the monthly mayoral question time to ask Lee, “What is Plan B with Transbay Terminal if the high-speed rail money does indeed go away? What do we do?”

The Transbay Terminal is now being rebuilt downtown. The first phase includes a $400 million “train box” being built with high-speed rail funds, and the next phase will require billions of dollars more to build train tunnels into the station from the current Caltrain terminus at 4th and King streets.

“I’m committed to seeing the full implementation of high speed rail, which includes having a northern terminus at the Transbay center,” Lee replied, refusing to entertain the idea that the bullet trains won’t be coming into San Francisco, a stand he communicated to state officials in a recent letter. “I want to state my unwavering support for the notion of high-speed rail. It is the future of transportation in this state.”

Lee acknowledged that cost estimates for the project have gone up and there are uncertainties over future funding, but he said the state will need to make the investment either way. “California is growing and those people need to move up and down the state. The question is do we make transportation investments on bigger, wider highways and airport runways? I’d say no, that this perpetuates a car-dependent culture.”

Instead, Lee says the state must find a way to build high-speed rail, whatever the obstacles. But Elsbernd called for a hearing on the issue before the Board of Supervisors, telling the Guardian that he supports the project, “but high-speed rail is in trouble and we need to acknowledge that.”

Meanwhile Gov. Brown — who has rejected calls to delay issuing the rail bonds — was working behind-the-scenes to get the project back on track. Sources say he asked for CHSRA Executive Director Roelof van Ark and CHSRA Board Chair Tom Umberg to resign, which they did at the Jan. 12 meeting, with Brown appointee Dan Richard becoming the new chair.

Richard and fellow new Brown appointee Mike Rossi spearheaded the creation of a proposed new business plan for the project that was unveiled in November. While it addresses some of the criticisms of the project, it raises fresh concerns about whether the bullet trains will arrive in Transbay Terminal.

In fact, it calls for high-speed rail service to end in San Jose, where S.F.-bound riders would have to transfer to Caltrain, largely to placate citizens and politicians on the peninsula who have objected to trains rocketing through their communities and filed lawsuits challenging the project.

“That business plan is unrealistic and unreasonable,” said Quentin Kopp, the former state senator from San Francisco who authored of the original legislation to create high-speed rail and has helped shepherd the project. He said having to transfer twice from S.F. to L.A. would discourage riders and hurt the project.

Kopp isn’t a fan of the Transbay Terminal rebuild, which he derides as “a real estate project” because its funding plan relies on significant private residential and commercial development; he’s called for the trains to stop at the current Caltrain station for financial reasons. But Elsbernd — who also chairs the Peninsula Corridor Joint Powers Authority, which operates Caltrain — wants to ensure the Transbay project is completed and worth the investment.

“I’m terrified that we continue moving along and then we end up with that being just a big, beautiful bus terminal,” he told us.

Adam Alberti, a spokesperson for the TJPA, said California needs to have improved rail service to handle a growing population and the Transbay Terminal is being build to accommodate that, whether it be Amtrak, Caltrain, or high-speed rail trains coming into the station.

“We are steadfast in our belief that it makes sense to have high-speed rail in California,” he said. “When it does happen, we will have the infrastructure already in place to receive it.”

Furthermore, he expects that the CHSRA business plan, which is the subject of a public comment period that ends Jan. 17, will extend the service beyond San Jose. “They’ll lose significant ridership and revenues if they don’t bring it into San Francisco,” Alberti said.

Sen. Mark Leno, who chairs the Senate Budget Committee, also expressed confidence that current efforts to derail high-speed rail won’t be successful.

“What is the alternative if we don’t do this? California will grow by 10-20 million people in the next decade. There’s no way we could build enough freeways and airport expansions to handle that,” Leno told us. “I don’t think we have the option not to make this work.” Leno also said he was pleased to see top political leaders stepping up to defend the project: “I’m impressed by the governor’s steadfastness, as well as President Obama’s stand. Leadership from the top is important, particularly during difficult times like this.”

Occupy Nation

15

news@sfbg.com

The Occupy movement that spread across the country last fall has already changed the national discussion: It’s brought attention to the serious, systemic problem of gross inequities of wealth and power and the mass hardships that have resulted from that imbalance.

Occupy put a new paradigm in the political debate — the 1 percent is exploiting the 99 percent — and it’s tapping the energy and imagination of a new generation of activists.

When Adbusters magazine first proposed the idea of occupying Wall Street last summer, kicking off on Sept. 17, it called for a focus on how money was corrupting the political system. “Democracy not Corporatocracy,” the magazine declared — but that focus quickly broadened to encompass related issues ranging from foreclosures and the housing crisis to self-dealing financiers and industrialists who take ever more profits but provide fewer jobs to the ways that poor and disenfranchised people suffer disproportionately in this economic system.

It was a primal scream, sounded most strongly by young people who decided it was time to fight for their future. The participants have used the prompt to create a movement that drew from all walks of life: recent college graduates and the homeless, labor leaders and anarchists, communities of colors and old hippies, returning soldiers and business people. They’re voicing a wide variety of concerns and issues, but they share a common interest in empowering the average person, challenging the status quo, and demanding economic justice.

We chronicled and actively supported the Occupy movement from its early days through its repeated expulsions from public plazas by police, particularly in San Francisco, Oakland, and Berkeley. We supported the right of the protesters to remain — even as we understood they couldn’t and shouldn’t simply stay forever. Occupy needed to evolve if it was to hold the public’s interest. The movement would ultimately morph into something else.

That time has come. This spring, Occupy is poised to return as a mass movement — and there’s no shortage of energy or ideas about what comes next. Countless activists have proposed occupying foreclosed homes, shutting down ports and blocking business in bank lobbies. Those all have merit. But if the movement is going to challenge the hegemony of the 1 percent, it will involve moving onto a larger stage and coming together around bold ideas — like a national convention in Washington, D.C. to write new rules for the nation’s political and economic systems.

Imagine thousands of Occupy activists spending the spring drafting Constitutional amendments — for example, to end corporate personhood and repeal the Citizens United decision that gave corporations unlimited ability to influence elections — and a broader platform for deep and lasting change in the United States.

Imagine a broad-based discussion — in meetings and on the web — to develop a platform for economic justice, a set of ideas that could range from self-sustaining community economics to profound changes in the way America is governed.

Imagine thousands of activists crossing the country in caravans, occupying public space in cities along the way, and winding up with a convention in Washington, D.C.

Imagine organizing a week of activities — not just political meetings but parties and cultural events — to make Occupy the center of the nation’s attention and an inspiring example for an international audience.

Imagine ending with a massive mobilization that brings hundreds of thousands of people to the nation’s capitol — and into the movement.

Occupy activists are already having discussions about some of these concepts (see sidebar). Thousands of activists are already converging on D.C. right now for the Occupy Congress, one of many projects that the movement can build on.

 

DEFINING MOMENTS

Mass social movements of the 20th Century often had defining moments — the S.F. General Strike of 1934; the Bonus Army’s occupation of Washington D.C.; the Freedom Rides, bus boycotts and Rev. Martin Luther King Jr.’s March on Washington; Earth Day 1970; the Vietnam War teach-ins and moratoriums. None of those movements were politically monolithic; all of them had internal conflicts over tactics and strategies.

But they came together in ways that made a political statement, created long-term organizing efforts, and led to significant reforms. Occupy can do the same — and more. At a time of historic inequities in wealth and power, when the rich and the right wing are stealing the future of generations of Americans, the potential for real change is enormous.

If something’s going to happen this spring and summer, the planning should get under way now.

A convention could begin in late June, in Washington D.C. — with the goal of ratifying on the Fourth of July a platform document that presents the movement’s positions, principles, and demands. Occupy groups from around the country would endorse the idea in their General Assemblies, according to procedures that they have already established and refined through the fall, and make it their own.

This winter and spring, activists would develop and hone the various proposals that would be considered at the convention and the procedures for adopting them. They could develop regional working groups or use online tools to broadly crowd-source solutions, like the people of Iceland did last year when they wrote a new constitution for that country. They would build support for ideas to meet the convention’s high-bar for its platform, probably the 90 percent threshold that many Occupy groups have adopted for taking action.

Whatever form that document takes, the exercise would unite the movement around a specific, achievable goal and give it something that it has lacked so far: an agenda and set of demands on the existing system — and a set of alternative approaches to politics.

While it might contain a multitude of issues and solutions to the complicated problems we face, it would represent the simple premise our nation was founded on: the people’s right to create a government of their choosing.

There’s already an Occupy group planning a convention in Philadelphia that weekend, and there’s a lot of symbolic value to the day. After all, on another July 4th long ago, a group of people met in Philly to draft a document called the Declaration of Independence that said, among other things, that “governments … deriv[e] their just powers from the consent of the governed … [and] whenever any Form of Government becomes destructive of these ends, it is the Right of the People to alter or to abolish it, and to institute new Government, laying its foundation on such principles and organizing its powers in such form, as to them shall seem most likely to effect their Safety and Happiness.”

 

ON THE ROAD

If the date is right and the organizing effort is effective, there’s no reason that Occupy couldn’t get close to a million people into the nation’s capital for an economic justice march and rally.

That, combined with teach-ins, events and days of action across the country, could kick off a new stage of a movement that has the greatest potential in a generation or more to change the direction of American politics.

Creating a platform for constitutional and political reform is perhaps even more important than the final product. In other words, the journey is even more important than the destination — and when we say journey, we mean that literally.

Occupy groups from around the country could travel together in zig-zagging paths to the Capitol, stopping and rallying in — indeed, Occupying! — every major city in the country along the way.

It could begin a week or more before the conference, along the coasts and the northern and southern borders: San Francisco and Savannah, Los Angeles and New York City, Seattle and Miami, Chicago and El Paso, Billings and New Orleans — Portland, Oregon and Portland, Maine.

At each stop, participants would gather in that city’s central plaza or another significant area with their tents and supplies, stage a rally and general assembly, and peacefully occupy for a night. Then they would break camp in the morning, travel to the next city, and do it all over again.

Along the way, the movement would attract international media attention and new participants. The caravans could also begin the work of writing the convention platform, dividing the many tasks up into regional working groups that could work on solutions and new structures in the encampments or on the road.

At each stop, the caravan would assert the right to assemble for the night at the place of its choosing, without seeking permits or submitting to any higher authorities. And at the end of that journey, the various caravans could converge on the National Mall in Washington D.C., set up a massive tent city with infrastructure needed to maintain it for a week or so, and assert the right to stay there until the job was done.

The final document would probably need to be hammered out in a convention hall with delegates from each of the participating cities, and those delegates could confer with their constituencies according to whatever procedures they prescribe. This and many of the details — from how to respond to police crackdowns to consulting of experts to the specific scope and procedures of this democratic exercise — would need to be developed over the spring.

But the Occupy movement has already started this conversation and developed the mechanisms for self-governance. It may be messy and contentious and probably even seem doomed at times, but that’s always the case with grassroots organizations that lack top-down structures.

Proposals will range from the eminently reasonable (asking Congress to end corporate personhood) to the seemingly crazy (rewriting the entire U.S. Constitution). But an Occupy platform will have value no matter what it says. We’re not fond of quoting Milton Friedman, the late right-wing economist, but he had a remarkable statement about the value of bold ideas:

“It is worth discussing radical changes, not in the expectation that they will be adopted promptly, but for two other reasons. One is to construct an ideal goal, so that incremental changes can be judged by whether they move the institutional structure toward or away from that ideal. The other reason is very different. It is so that if a crisis requiring or facilitating radical change does arrive, alternatives will be available that have been carefully developed and fully explored.”

After the delegates in the convention hall have approved the document, they could present it to the larger encampment — and use it as the basis for a massive rally on the final day. Then the occupiers can go back home — where the real work will begin.

Because Occupy will wind up spawning dozens, hundreds of local and national organizations — small and large, working on urban issues and state issues and national and international issues.

 

WASHINGTON’S BEEN OCCUPIED BEFORE

The history of social movements in this country offers some important lessons for Occupy.

The notion of direct action — of in-your-face demonstrations designed to force injustice onto the national stage, sometimes involving occupying public space — has long been a part of protest politics in this country. In fact, in the depth of the Great Depression, more than 40,000 former soldiers occupied a marsh on the edge of Washington D.C., created a self-sustaining campground, and demanded that bonus money promised at the end of World War I be paid out immediately.

The so-called Bonus Army attracted tremendous national attention before General Douglas Macarthur, assisted by Major George Patton and Major Dwight Eisenhower, used active-duty troops to roust the occupiers.

The Freedom Rides of the early 1960s showed the spirit of independence and democratic direct action. Raymond Arsenault, a professor at the University of South Florida, brilliantly outlines the story of the early civil rights actions in a 2007 Oxford University Press book (Freedom Rides: 1961 and the Struggle for Racial Justice) that became a national phenomenon when Oprah Winfrey devoted a show and a substantial online exhibition to it.

Arsenault notes that the rides were not popular with what was then the mainstream of the civil rights movement — no less a leader than Thurgood Marshall thought the idea of a mixed group of black and white people riding buses together through the deep south was dangerous and could lead to a political backlash. The riders were denounced as “agitators” and initially were isolated.

The first freedom ride, in May, 1961, left Washington D.C. but never reached its destination of New Orleans; the bus was surrounded by angry mobs in Birmingham, Alabama, and the drivers refused to continue.

But soon other rides rose up spontaneously, and in the end there were more than 60, with 430 riders. Writes Arsenault:

“Deliberately provoking a crisis of authority, the Riders challenged Federal officials to enforce the law and uphold the constitutional right to travel without being subjected to degrading and humiliating racial restrictions … None of the obstacles placed in their path—not widespread censure, not political and financial pressure, not arrest and imprisonment, not even the threat of death—seemed to weaken their commitment to nonviolent struggle. On the contrary, the hardships and suffering imposed upon them appeared to stiffen their resolve.”

The Occupy movement has already shown similar resolve — and the police batons, tear gas, pepper spray, and rubber bullets have only given the movement more energy and determination.

David S. Meyer, a professor at U.C. Irvine and an expert on the history of political movements, notes that the civil rights movement went in different directions after the freedom rides and the March on Washington. Some wanted to continue direct action; some wanted to continue the fight in the court system and push Congress to adopt civil rights laws; some thought the best tactic was to work to elect African Americans to local, state and federal office.

Actually, all of those things were necessary — and Occupy will need to work on a multitude of levels, too, and with a diversity of tactics.

Single-day events have had an impact, too. Earth Day, 1970, was probably the largest single demonstration of the era — in part because it was so decentralized. A national organization designed events in some cities — but hundreds of other environmentalists took the opportunity to do their own actions, some involving disrupting the operations of polluters. The outcome wasn’t a national platform but the birth of dozens of new organizations, some of which are still around today.

There’s an unavoidable dilemma here for this wonderfully anarchic movement: The larger it gets, the more it develops the ability to demand and win reforms, the more it will need structure and organization. And the more that happens, the further Occupy will move from its original leaderless experiment in true grassroots democracy.

But these are the problems a movement wants to have — dealing with growth and expanding influence is a lot more pleasant than realizing (as a lot of traditional progressive political groups have) that you aren’t getting anywhere.

All of the discussions around the next step for Occupy are taking place in the context of a presidential election that will also likely change the makeup of Congress. That’s an opportunity — and a challenge. As Meyer notes, “social movements often dissipate in election years, when money and energy goes into electoral campaigns.” At the same time, Occupy has already influenced the national debate — and that can continue through the election season, even if (as is likely) neither of the major party candidates is talking seriously about economic justice.

That’s why a formal platform could be so useful — candidates from President Obama to members or Congress can be presented with the proposals, and judged on their response.

Some of the Occupy groups are talking about creating a third political party — a daunting task, but certainly worth discussion.

But the important thing is to let this genie out of the bottle, to move Occupy into the next level of politics, to use a convention, rally, and national event to reassert the power of the people to control our political and economic institutions — and to change or abolish them as we see fit.

OCCUPY AMERICA IS ALREADY UNDERWAY

All across the country, Occupy organizers are developing and implementing creative ways to connect and come together, many of which we drew from for our proposal. We hope all of these people will build on each other’s ideas, work together, and harness their power.

From invading the halls of Congress to “occutripping” road trips to ballot initiatives, here is a list of groups already working on ways to Occupy America:

 

OCCUPY CONGRESS

Occupy Congress is an effort to bring people from around the country — and, in many cases, from around the world — to Washington DC on Jan. 17. The idea is to “bring the message of Occupy to the doorstep of the capital.” The day’s planned events include a “multi-occupation general assembly,” as well as teach-ins, idea sharing, open mics, and a protest in front of the Capitol building.

A huge network of transportation sharing was formed around Occupy Congress, with a busy Ridebuzz ridesharing online bulletin board, and several Occupy camps organizing buses all around the country, as well as in Montreal and Quebec.

There are still two Occupy tent cities in DC, the Occupy DC encampment at McPherson Square and an occupation called Freedom Plaza, just blocks from the White House. Both will be accepting hundreds of new occupiers for the event, although a poster on the Occupy Congress website warns that “the McPherson Square Park Service will be enforcing a 500 person limit.”

www.occupyyourcongress.info

 

OCCUPY BUS

The Occupy Bus service was set up for Occupy Congress, but organizers say if the idea works out, it can grow and repeat for other national Occupy calls to action. They have set up buses leaving from 60 cities in 28 U.S. states as well as Canada’s Quebec province. The buses are free to those who can’t afford to pay, and for those who pay, all profits will be donated to Occupy DC camps.

If all goes to plan, buses will be packed with passengers, their gear, and bigger donations for the event, as the “undercarriages of a bus are voluminous.” What gear do they expect each occupier to bring? “One large bag, one small bag, and a tent.”

congress.occupybus.com

 

DENVER OCCUTRIP

Many occupations have put together car and busloads of people to road trip to other occupations, hoping to learn, teach, network, and connect the movement across geographic barriers. One example is the Denver Occutrip, in which a handful of protesters toured West Coast occupations. The tenacious Occupy Denver recently made headlines when, rather than allow police to easily dismantle their encampment, a couple of occupiers set the camp on fire. It sent delegates to Occupations in Las Vegas, Los Angeles, Long Beach, Oakland, San Francisco, Berkeley, and Sacramento.

Sean Valdez, one of the participants, said the trip was important to “get the full story. What I’d been told by the media was that Occupy Oakland was pretty much dead, but we got there and saw there are still tons of dedicated, organized people working on it. It was important to see it with our own eyes, and gave a lot of hope for Occupy.”

Like lots of road-tripping Occupiers, they made it to Oakland for the Dec. 12 West Coast Port Shutdown action there. In fact, “occutrippers” from all around the country have flocked to Bay Area occupations in general, and especially the uniquely radical Occupy Oakland.

www.occupydenver.org/denver-occutrip-road-trip/

 

OCCUPY THE CONSTITUTION

An Occupy Wall Street offshoot — Constitution Working Group, Occupy the Constitution — argues that many of the Occupy movements concerns stem from violations of the constitution. They hope to address this with several petitions on issues such as corporate bailouts, war powers, public education, and the Federal Reserve bank. The group hopes to get signatures from 3-5 percent of the United States population before the list of petitions is “formally served to the appropriate elected officials.”

www.givemeliberty.org/occupy

 

THE 99% DECLARATION

This is a super-patriotic take on the Occupy movement, described on its website as an “effort run solely by the energy of volunteers who care about our great country and want to bring it back to its GLORY.” The group’s detailed plan includes holding nationwide elections on the weekend of March 30 to choose two delegates from “each of the 435 congressional districts plus Washington, D.C. and the U.S. Territories.”

These delegates would write up lists of grievances with the help of their Occupy constituents, then convene on July 4, 2012 in Philadelphia for a National General Assembly. They plan to present a unified list of grievances to Congress, the President, and the Supreme Court. If the grievances are not addressed, they would “reconvene to organize a new grassroots campaign for political candidates who publicly pledge to redress the grievances. These candidates will seek election for all open Congressional seats in the mid-term election of 2014 and in the elections of 2016 and 2018.”

www.the-99-declaration.org/

 

MOVE TO AMEND/OCCUPY THE COURTS

Move to Amend is a coalition focusing on one of the Occupy movement’s main concerns: corporate personhood. The group hopes to overturn the Citizens United vs. Federal Elections Commission ruling and “amend our Constitution to firmly establish that money is not speech, and that human beings, not corporations, are persons entitled to constitutional rights.”

The group has drafted a petition, signed so far by more than 150,000 people, and established chapters across the country. Its next big step is a national day of action called Occupy the Courts on Jan. 20. On the anniversary of the Citizens United ruling, the group plans to “Occupy the US Supreme Court” and hold solidarity occupations in federal courts around the country.

www.movetoamend.org/

 

THE OCCUPY CARAVAN

The Occupy Caravan idea originated at Occupy Wall Street, but the group has been coordinating with occupations across the country. If all goes according to plan, a caravan of RVs, cars, and buses will leave Los Angeles in April and take a trip through the South to 16 different Occupations before ending up in Washington DC.

Buddy, one of the organizers, tells us that the group already has “a commitment right now of 10 to 11 RVs, scores of vehicles, and a bio-diesel green machine bus. This caravan will visit cities, encircle city halls, and visit the local Occupy groups to assert their presence, and move on to the next, not stopping for long in each destination.”

This caravan is all about the journey, calling itself a “civil rights vacation with friends and family” and planning to gather “more RVs, more cars, more supporters…and more LOVE” along the way.

occupycaravan.webs.com

OCCUPY WALL STREET WEST

The Occupy movement in San Francisco has been relatively quiet for the past few weeks, but it’s planning to reemerge with a bang on Jan. 20, with an all-day, multi-event rally and march that aims to shut down the Financial District.

The protest is an effort to bring attention to banks’ complicity in the housing crisis plaguing the United States, and how that process manifests itself here in San Francisco.

At least 20 events are planned, centered in the Financial District. The plans range from teach-ins at banks to “occupy the Civic Center playground” for kids to a planned building takeover where hundreds are expected to risk arrest. A list of planned events can be found at www.occupywallstwest.org/wordpress/?page_id=74.

The day is presented by the Occupy SF Housing Coalition, which includes 10 housing rights and homeless advocacy groups. Dozens of other organizations will be involved in demonstrations throughout the day. “We’re asking the banks to start doing the right thing,” said Gene Doherty, a media spokesperson for the Occupy SF Housing Coalition. “No more foreclosures and evictions for profits. On the 20th, we will bring this message to the headquarters of those banks.”

 

 

How to celebrate MLK Jr. Day in the Bay

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Use your national day of service wisely —  jump in one of of the day’s volunteering fairs, take in a black history flick, catch some awe-inspiring youth spoken word, learn about colleges 

“In the Name of Love” MLK musical tribute

Mavis Staples, the Oakland Interfaith Gospel Choir, Youth Speaks (that group’s going to be busy! See below), and Oakland’s Children’s Community Choir occupy the deco wonderland of the Paramount for this stirring tribute to the great man’s work. Hyped as the only non-denominational musical tribute to MLK Jr. in Oakland, the program also features the presentation of humanitarian awards. 

Sun/15 7 p.m., $18 

Paramount Theatre

2025 Broadway, Oakl.

www.livingjazz.org


Freedom Trains

Planning on spending your MLK Day in the city? Every year, the Martin Luther King Jr. Association of Santa Clara sponsors the Freedom Trains so that everyone can afford to make it to the celebrations. Instead of paying $17.50 for a round-trip ticket on Caltrain, today it’s just $10 – and you’ll be treated to in-route presentations on the importance of the civil rights movement in our lives. 

Mon/16, $10

Departs San Jose 9:30 a.m., arrives in San Francisco 10:55 a.m. (see website for stops in-between)

Rod Diridon train station

65 Cahill, San Jose

www.scvmlk.org

 

“Renewing the Dream” MLK Jr. birthday celebration

A health fair, a civil rights film festival, children’s reading celebration, interfaith commemoration, special presentations, and free entry to the Contemporary Jewish Museum, Museum of the African Diaspora, and Children’s Creativity Museum give you and yours plenty to do if you feel like spending your Monday in San Francisco’s (greener, sorry Union Square) living room. Down to attend? Check your local transportation agency for possible discounts to the event.

Mon/16 11 a.m.-5 p.m., free

Yerba Buena Gardens

Mission between Third and Fourth Sts., SF

www.norcalmlk.com

 

“What is Your Dream?” MLK Jr. day of service

Soak in the spirit of the day by spending it at MoAD. The regular museum offerings (currently featuring “Collected: Stories of Acquisition and Reclamation,” about the contributions of people of African descent to the American zeitgeist) will be free to the public, there will be screenings of MLK films and a documentary on a barber who turned into a civil rights leader during the 2008 elections, chalk drawings outside on the sidewalk, and vision boarding galore. But the day’s not just for remembering and dreaming – the Historically Black Colleges and Universities Fair will be providing concrete information on education for tomorrow’s march-leaders and soul-freers. 

Mon/16 11 a.m.-5 p.m., free

Museum of the African Diaspora

685 Mission, SF

(415) 358-7200

www.moadsf.org


Parks Conservancy’s MLK Jr. day of service

Let the Parks Conservancy plug you into a wildlife restoration project – you’re too late to sign up for restoring the gardens on Alcatraz, but there’s still time to help out at Crissy Field, Fort Baker, Muir Woods, Ocean Beach, and the Presidio. Contact volunteer@parksconservancy.org to reserve your spot. 

Mon/16 various times, free

Various locations, SF

(415) 561-3077

www.parksconservancy.org


MLK Jr. Day service fair

Spend your day off work (if you have it off work) with your family making a difference in the Bay Area. Organizers of this event have made it easy for you: choose from over 25 different projects from serving food at shelters, planting trees – even making toys and biscuits for homeless puppies and kitties. All ages welcome. 

Mon/16 7:30 a.m.-4 p.m., free

Oshman Family Jewish Community Center

3921 Fabian Way, Palo Alto

www.paloaltojcc.org


Piedmont’s annual MLK Jr. Day celebration

First: eating. All comers are invited to bring a dish that reflects their own cultural heritage to this lunchtime potluck at the Piedmont Community Center. Once those pressing matters have been tended: music. Oaktown Jazz will provide some lilting melodies, and Piedmont students will make presentations on the significance of the day. Capping off the festivities, the 1993 movie At the River I Stand, which revolves around the 1968 Memphis sanitation workers’ strike and concurrent assasination of King. 

Mon/16 noon-3 p.m.

Piedmont Community Center

777 Highland, Piedmont

(510) 420-1534

loiscorrin@gmail.com


“Bringing the Noise for Dr. Martin Luther King, Jr.” 

If you haven’t been to a Youth Speaks spoken word event, pack tissues and your future-seeing 3-D goggles – the young people that the organization gives an opportunity to perform are the truth. On no other day of the year should this be more evident, because these kids are all about having a dream. Today’s event brings performers to the stage who have worked up pieces on what they’d like the future to bring, imbued as ever with the fire of Youth Speaks performances. Could there be a more relevant forum to attend on today’s holiday?

Mon/16 7 p.m., $16

Herbst Theatre

401 Van Ness, SF

(415) 621-6600

www.youthspeaks.org

 

 

“Martin Luther King Jr. Day Double Feature”

“All of us have something to say, but some are never heard” — Richard Pryor, Wattstax (1973). MLK Jr. Day calls into question how we remember the past. The Wattstax concert is sometimes recalled derivatively as “the black Woodstock.” But while soul music may have been the response, the event was put on by Stax Records to commemorate and come to terms with the seventh anniversary of the Watts Riots in LA, which challenged the limits of MLK Jr.’s nonviolent philosophy. As a double feature the Wattstax documentary will be shown with The Black Power Mixtape 1967-1975 (2011), a revelatory look at a movement’s era that sadly took the distance of continent and a few decades to make. 

Wattstax 3, 7p.m.; The Black Power Mixtape 4:55, 8:55 p.m., $7.50–$10

Castro Theatre

429 Castro, SF

(415) 621-6120

www.castrotheatre.com

 


Martin Luther

It’s the second coming! Not really, no relation actually. But this R&B-funk crooner spins out tunes appropriately uplifting for this day of rememberance and looking forward. Bliss out, eyes closed, mind on the change you want to make, at this smoothed-out groovefest. 

Mon/16 8-9:30 p.m., $15

Yoshi’s

510 Embarcadero, Oakl.

(510) 238-9200

www.yoshis.com

Residents slam proposal for more parking meters

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Nothing makes people more angry than when the city tries to take away their free street parking. The San Francisco Municipal Transportation Agency was reminded of that fact at a City Hall hearing this morning when residents and business owners unleashed a storm of angry criticism over a proposal to install new parking meters in Potrero Hill, Dogpatch, Mission Bay, and parts of the Mission District.

The plans for this pilot program, which were released on Dec. 20, are intended to address the increased demand for parking in the “Mission Bay Parkshed” from development now underway in the area, as well as concerns about increased demand for street spaces once the parking lot at Folsom and 17th Street is converted into a park.

As with previous SFMTA proposals for extended parking meter hours – which were also met with angry criticism – the idea is to encourage increased use of transit and to free up more street parking space for business customers by discouraging local residents from taking up street parking spots for extended periods of time.

But even people who support that idea in concept say that the SFMTA plans are badly designed and don’t take into account the conditions on the ground, largely because they say planners did an abysmal job of outreach and gathering community input before creating the plans.

“I’m urging a cooling off period,” said Tony Kelly, president of the Potrero Boosters Neighborhood Association. He wants to see more active parking management of that neighborhood, but said planners need to better consult local residents. “We’ve earned that right in our neighborhood and you have not earned our trust.”

And that was among the more mild criticisms at this sometimes raucous hearing, where there were standing room only crowds in the main hearing room and an overflow room showing the hearing on television. Officials were accused of hostility to working families, incompetence, arrogance, and with trying to drive businesses out of town.

“Are you insane?” asked one commenter, while another asked, “How do you look at yourself in the mirror?” Several business owners said they would leave the city in the plans were implemented, and one said half of his employees were driven to tears over the proposals. “I don’t hear anyone asking for meters,” said one commenter. “I don’t hear anyone saying this is good.”

But there are those who say the city shouldn’t be expected to supply free parking to residents who choose to own cars, particularly given the SFMTA’s tight budget situation and the role that drivers searching for limited street parking spaces play in increasing traffic congestion in the city, thus slowing down Muni.

“On behalf of Livable City (and as a Mission District resident), I want to express our support for the expansion of SFpark meters into the Mission Bay, 12th and Folsom, and 17th and Folsom neighborhoods,” Livable City Executive Director Tom Radulovich wrote in a recent letter to the SFMTA. “Each of these areas is seeing intensified activity – new residents, new businesses, and new restaurants, bars, and entertainment venues – and each is badly in need of intelligent parking management. The expansion of metered spaces will provide the parking turnover that neighborhood-serving businesses need. SFpark metering and pricing will also reduce cruising for parking in these neighborhoods.”

But the opinions expressed at the hearing were almost uniformly critical, saying the plans actually call for meters on streets that are mostly residential and that they need more work. We’ll have more detailed analysis of the proposals and related issues in upcoming issues of the Guardian.

The new board committes: Not great news

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Board President David Chiu has released the new committee assignments for 2012, and they aren’t a whole lot different from last year’s — except in a few areas. And they aren’t exactly an indication of progressive power.

The three most conservative supervisors — Mark Farrell, Sean Elsbernd and Carmen Chu — all were named to chair committees. Supervisors Eric Mar and John Avalos also are committee chairs, although David Campos was relegated to the joint City and School District Select Commitee, which is important but takes no votes and has no role in the legislative process.

Word is, however, that Campos may wind up chairing the Transportation Authority.

The Budget and Finance Committee is run by Chu, but Avalos and Jane Kim are also members, giving a majority to the progressives. But during the budget season, that panel expands to five members — and the additional two, Scott Wiener and Malia Cohen, are both decidedly on the moderate side. That means progressives will not have a majority on the panel that plays the central role in setting the city’s budget.

The Rules Committee is improved from last year — Kim is the chair, joined by Campos and Farrell. But Land Use and Economic Development — possibly the second most important committee after Budget and Finance — is dominated by moderates; Mar is the chair but Cohen and Wiener will have a 2-1 majority.

State Assemblymember Tom Ammiano told me he’s concerned that the two openly gay members of the board, Campos and Wiener, aren’t in more prominent roles. “It seems like there are two very hardworking people who were slighted here,” he said.

But Chiu disagrees, saying that the assignments “reflect the diversity of the board and the city.” He added: “Last year (when conservatives were given key posts) everyone thought the sky would fall, and it didn’t.”

The sky falling is pretty dramatic; I suspect it won’t. But there’s a difference between the sky falling and the progressive agenda moving forward.

 

 

Bikes and sailboats

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OPINION I’m not much of a sailor. In fact, I’ve been known to turn more than a little green when venturing out on the bay under sail. So it may seem a little odd that I am excited about the America’s Cup regatta coming to San Francisco. This high-profile international yacht race has the potential to accomplish even more impressive feats on land than on water, ultimately leaving a legacy of safer streets and more accessible neighborhoods.

An anticipated five million spectators will put the city’s transportation infrastructure to the test. It starts this summer with the qualifying races, then ramps up in summer, 2013, when upward of a half million people are expected to travel to the waterfront on peak race days.

There’s no possible way to move all of these people around this tightly packed city in cars. For proof, talk to anyone who’s been near the waterfront during Fleet Week, a traffic nightmare at a fraction of the size of the America’s Cup.

The Mayor’s Office plan for the America’s Cup wisely puts bicycle transportation front and center. Event planners and politicians know that traffic and parking constraints will preclude many from driving, and transit capacity can be stretched only so far so fast.

Event organizers propose investing in a robust bike share program, park-and-ride lots where visitors can ditch their cars on the edge of the city and pedal the last few miles, and plenty of secure valet bike parking lots.

The most important component is ensuring that the city also invests in safe, comfortable routes welcoming the wide diversity of people who will be trying out two wheels — people who are likely to continue biking long after the events if they have a good experience.

A top priority must be the Embarcadero. Already an enormously popular — and overcrowded — bike route for locals and visitors, the Embarcadero should be made more welcoming to the huge numbers of people who will be drawn there on bikes and by foot.

On big event days, the plan calls for temporarily designating an existing travel lane as bicycle-only space and freeing up the pathway for walking — a more comfortable set-up for everyone.

I urge city leaders to take advantage of this opportunity to pilot a permanent, dedicated bikeway on the waterside of the roadway — the EmBIKEadero. It’s a low-cost, easy way to reconnect people with the waterfront and offer an unparalleled biking experience.

Imagine riding on a mini-version of Sunday Streets on the Embarcadero any day of the week. Imagine a New York City-style high line for S.F.’s waterfront, from Mission Bay to the Golden Gate Bridge. Imagine a way to connect diverse neighborhoods and draw people to local businesses…long after the yachts have left the bay.

The city should also use the momentum behind the America’s Cup to test other opportunities for safe, more welcoming streets, including Polk Street, a major connector to the northern waterfront and already an important route for the growing number of people biking in San Francisco.

Market Street should continue to be a site for innovation. Recent pilot programs prioritizing biking, walking, and transit are already proving to save bus riders time and the Muni system big dollars.

The America’s Cup is our opportunity not only to stage a world-class event, but to build toward a world-class bicycling city.

Leah Shahum is executive director of the San Francisco Bicycle Coalition. To learn more about the San Francisco Bicycle Coalition’s vision for the EmBIKEadero, see connectingthecity.org