Transportation

Six aren’t enough

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› news@sfbg.com

The historic Jan. 8 vote electing Sup. David Chiu as president of the Board of Supervisors — rare for its elevation of a freshman to the post and unprecedented for a Chinese American — clearly illustrates the ideological breakdown of the new board.

The six supervisors who claim membership in the progressive movement (Chris Daly, Ross Mirkarimi, David Campos, John Avalos, Eric Mar, and Chiu) gave Chiu the presidency after their efforts to give it to Mirkarimi or Avalos fell short, while the other five supervisors voted for Sup. Sophie Maxwell in each of the seven rounds, refusing to support any of the progressive picks.

But there are limits to what a bare majority of supervisors can do in San Francisco, particularly when the mayor is threatening vetoes and the city is wrestling with a budget deficit of gargantuan proportions. Overriding a mayoral veto or approving some emergency measures requires eight votes.

So the first question is whether Mirkarimi and Daly can come together after their split divided progressives and led to Chiu as a compromise candidate. But the second, more important, question for progressives is whether they can attract swing votes such as Maxwell and Bevan Dufty when the need arises.

The answers to those questions could start coming immediately as supervisors consider proposals to close a looming $575 million budget gap, including the proposal for a special election on revenue measures in June. Mayor Gavin Newsom opposes that election, so the board would have to muster eight votes in the next month to move forward with it.

They might even need more than that. A confidential memo to supervisors and the mayor by the City Attorney’s Office that was obtained by the Guardian sorts out the complex requirements needed to approve new taxes, including the requirement of unanimous board approval to place tax measures that can be passed with a simple majority vote on the ballot this year.

So President Chiu, who pledges to bring his colleagues together, certainly has his work cut out for him.

 

POLITICS AND POLICY

Achieving a unanimous vote on anything significant or controversial seems impossible right now. Mirkarimi is unhappy with Daly for thwarting his presidential ambitions; Maxwell and Dufty are unhappy with progressives for keeping her out of their club; and Chiu must quickly learn his new job during a time of unprecedented turmoil.

Chiu told his colleagues that he was “incredibly humbled” by an election that he didn’t think he’d win, and said that he is “acutely aware that I am new to the institution and the body.” But observers say Chiu’s temperament, intelligence, and connections to both the business community and the progressive movement could serve the city well right now.

“I think Chiu is a great choice. He has the humility that will help him,” outgoing Sup. Jake McGoldrick told the Guardian.

This compromise pick for president was praised by all sides, from the progressive coalition that feted him after the vote at a party at the SoMa club Temple. Rob Black, government affairs director for the San Francisco Chamber of Commerce, told reporters that “David seems to be someone who is very willing to listen and willing to ask questions.”

“We have a progressive supervisor running the board,” Mirkarimi told the Guardian as he walked back to his office following the vote. Or, as Daly told us, “In the end, the progressive coalition stuck together and I’m happy about that.”

Walking back to Room 200 after the vote, Newsom told reporters that Chiu was “an outstanding choice” who represents “a fresh air of progress.” Asked whether he expects to have a better working relationship with Chiu than with outgoing president Aaron Peskin, Newsom replied, “That’s a gross understatement.”

“We’re looking forward to working with the new Board of Supervisors,” Newsom spokesperson Nathan Ballard told the Guardian after the vote. “The mayor has a long relationship with David Chiu. In fact, he was on our short list to be named assessor just a few years ago.”

Yet at the progressive party that night, Chiu sounded like a rock-solid member of that group, promising to help Mirkarimi with police reform, Campos with protecting undocumented city residents, Mar with strengthening city ties to the schools, and Avalos with safeguarding progressive budget priorities.

“I think this is the best outcome we could have,” Mirkarimi told the Guardian shortly after Chiu was elected. “I was the deciding vote that delivered Sup. David Chiu, the first Asian American president of the board. That doesn’t mean that the seasoned experience of Maxwell and myself wasn’t hard to pass by.”

In fact, both Dufty and Maxwell groused about the progressive bloc’s opposition to Maxwell, noting her positions on issues such as public power, affordable housing, and transportation issues. “The people that voted for me did so because they felt I would at least listen to them,” Maxwell told us, expressing frustration at not being accepted “by the board’s progressive clique” which, she noted, “are all males.”

“I think David will be great,” Dufty told the Guardian. “Obviously there was a desire to have someone strongly aligned with the progressive movement. I think it’s a mystery that Sophie isn’t considered part of the progressive movement.”

Progressives are going to have to work at resolving those differences if they are going to play a leadership role in the midyear budget cuts and prevent an expansion of the bloc of five supervisors who stuck with Maxwell and often align with the mayor.

“There has been tension between Ross and myself, but also between Sophie and Ross,” Daly told us. “Sophie is feeling that she might be a progressive, too. And some of the things we do on the board need eight votes. The rift between Ross and I is little. The real question is, when do we get Bevan and Sophie back?”

After fending off a progressive challenger in his reelection bid two years ago, Dufty seemed to move to the left, only to return to Newsom’s centrist faction — which mixes social liberalism with fiscal conservatism — in the last year. He prevented progressives from being able to override a mayoral veto of their decision to cancel $1 million in funding to Newsom’s Community Justice Center. And on Jan. 6, the old board delayed a vote on a mayoral veto of an ordinance that amends the Planning Code to require Conditional Use hearings and permits for any elimination of existing dwelling units through mergers, conversions, or demolitions of residential units, something sought by the tenant groups that are an important part of the progressive coalition.

Those issues, and the thicket that is the budget debate, illustrate what Daly admitted to us last week: “We can’t run this city with six votes.”

 

THE BUDGET MESS

The most pressing problem facing the new board is the budget, which requires $125 million in midyear cuts for the current fiscal year and will be an estimated $575 million out of balance for the fiscal year that begins in June. Chiu’s first move to deal with it — one lauded by progressives — was to name Avalos as budget chair.

“John Avalos has more experience on budget issues than me,” Daly, who chaired the Budget Committee for two years, said of his former board aide. But even Avalos was awestruck by the tsunami of bad budget news hitting the city, telling us, “I was visibly shaken.”

Mirkarimi and Elsbernd, the Budget Committee’s two other current members, also admit they face a daunting task.

“We can’t put a Band-Aid on the problem,” Elsbernd told the board last week. “This is not just about San Francisco now, but about San Francisco 20 years from now. We need to think about the next generation.”

Mirkarimi agrees with Elsbernd, at least in terms of the enormity of the problem.

“We cannot be incrementalist. We can’t dance around the edges,” Mirkarimi told his colleagues, shortly after making the surprise announcement that he’s expecting a child in April with Venezuelan soap opera star Eliana López, who he’s dated since meeting her last year at a Green Party conference in Brazil. Elsbernd and his wife are also expecting their first child.

Progressives strongly argue that such a large budget deficit can’t be closed with spending cuts alone, so one of Peskin’s final acts was to create legislation calling a special election for June 2 and having supervisors hold hearings over the next month to choose from a variety of revenue measures, but Newsom and the business community opposed the move.

“Basically, it’s not fully baked. It will take a citywide coalition (à la Prop. A) to win something like this and the coalition just hasn’t been built yet,” Ballard told the Guardian. Even Mirarimi echoed the sentiment, telling the Guardian, “I’m not opposed to a June election, but you can’t put something on the June ballot that’s half-baked because I doubt we could win in November if we put something half-baked on in June. My preference is that we work harder to create alliances to assure a healthy chance of getting something on the ballot and delivering a victory.”

Yet many progressives and labor leaders say it’s important to bring in new revenue as soon as possible, particularly because the cuts required by the current budget deficit would slash about half the city’s discretionary spending and devastate important initiatives like offering health coverage to all San Franciscans.

“For Healthy San Francisco to survive, the Department of Public Health has to have a minimum level of funding,” said Robert Haaland, a labor representative with the public employee union SEIU Local 1021. “Given the cuts that have been proposed, it’s not going to survive.”

While Peskin was criticized for acting prematurely, the City Attorney’s Office memo indicated that he couldn’t have waited and still allowed supervisors to play the lead role in determining what ended up on the June ballot. The memo was requested by Daly.

“In response to your specific inquiry about maximizing the amount of time a committee could deliberate the underlying measures and ensuring that the Board would have enough time to override a Mayoral veto, the emergency ordinance and the resolution calling for the special election should be introduced today,” the City Attorney’s Office wrote Jan. 6, the day Peskin introduced his revenue package.

Even then, supervisors would need to vote to waive certain election procedures, such as the 30-day hold for proposed ballot measures, and to move expeditiously forward with hearings, selection of the tax measures, and preparation of findings related to the special election and declaration of fiscal emergency.

The City Attorney’s Office wrote that the package needs final approval by Feb. 17. “We recommend that to meet this deadline, the Board adopt the resolution at its January 27 meeting and that the Mayor sign the resolution no earlier than February 2,” they wrote.

But Newsom has indicated that he would veto it, thus requiring eight supervisors to override. “Aaron had the right to do what he did, but in some ways he rushed the discussion, so it’s been a bit rockier than it otherwise might have been,” Dufty told us, noting that he’s still open to supporting a June ballot measure. “There is no way to avoid spending cuts, and we need more revenues and more givebacks from public employees … I think labor is spending a significant amount of time with the mayor, and he’s making a strong effort to work with the board. I’m trying to encourage us all to work together to the maximum extent possible.”

In fact, San Francisco Labor Council director Tim Paulson told the Guardian he couldn’t talk about the tax measures yet because of intense ongoing discussions. Ballard said Newsom might be open to tax measures in November, telling the Guardian, “Ideally we could do it all by streamlining government, reducing spending, etc. But the mayor lives in the real world and so he is open to the possibility of a revenue measure with a broad base of support.”

So, can the new board president help coalesce the broad base of support that he’ll need to avoid cuts that would especially hurt the progressive base of unions, tenants, social service providers, affordable housing activists, and others who believe that government plays an important role in addressing social problems and inequities?

“In light of the global meltdown, national slowdown, local crisis, and largest budget deficit in history, I believe this board understands the importance of unity and working together,” Chiu told his colleagues. “We don’t have time for the politics of personality when we have the highest murder rate in 10 years, when businesses are failing, and the budget deficit grows exponentially.”

MTA tries to help cyclists by removing bike lanes

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market octavia.jpg
Photo of Market and Octavia intersection by Kate.

By Steven T. Jones

San Francisco’s bicycle community is baffled by last night’s unanimous Metropolitan Transportation Agency vote to seek the removal of bike lanes at the intersection of Market and Octavia, where more than a dozen cyclists have been injured by cars making illegal right turns onto the freeway.
The logic offered by MTA traffic engineer Jack Fleck and the City Attorney’s Office (which is apparently concerned about liability issues after a couple injured cyclists sued the city) is that forcing bikes and cars to merge into one lane will prevent drivers from inadvertently turning into cyclists.
But that logic apparently only makes sense to bureaucrats and lawyers (and Mayor Gavin Newsom’s MTA appointees, none of whom seem to understand bike issues) because the plan has been uniformly criticized today by cyclists and other alternative transportation types. They say the forced merge at that busy intersection will only create more conflicts between bikes and cars.
“It makes no sense. I was really surprised they even brought it to the board,” said Leah Shahum, executive director of the San Francisco Bicycle Coalition, which was not consulted on the proposal.
Even the Planning Department agrees this is a dumb idea, one that conflicts with the Upper Market Design Plan that was approved less than two months ago. It calls for raised, colored bike lanes to make cyclists more visible and with trees and other visual barriers to make that illegal turn less attractive to drivers.
Ironically, bicyclists are placing their hopes for killing the proposal in Judge Peter Busch, who issued the current injunction against new bicycle projects and who will be asked Jan. 22 to approve this proposal. As Shahum said, “Our hope is that the judge denies it.”

Waning wildlife

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› amanda@sfbg.com

GREEN CITY Changes to ocean and air temperatures, rising sea levels, loss of habitat, scarcity of food, altered precipitation patterns, environmental asynchronicity — these are the concerns of wildlife biologists who are watching the increased effects of climate change on the thousands of plant and animal species that share the earth with people. Overall, global warming threatens a third of existing species, with 50 percent now in general decline due to a variety of human activities.

Bay Area wildlife is already being negatively affected by a warmer world, one that locally manifests in nesting birds roasting to death during heat waves, plummeting fish populations, and starving whales. Those stories were part of "Irreplaceable: Wildlife in a warming world," a recent seminar held at the San Francisco Public Library by the Endangered Species Coalition. Maria Brown, superintendent of Gulf of the Farallones National Marine Sanctuary — one of the most biologically diverse regions in the world, shared a grim account of the Cassin’s auklet.

"This little seabird you maybe never heard of may predict the future of climate change in San Francisco," said Brown.

The auklet spends most of its life far out at sea, and flies inland to breed in burrows on remote islands and coastlines. Invasive grasses have choked many of the prime burrowing spots along the coast, so wildlife biologists have installed bird boxes as an alternative. April, the height of the annual nesting season, was an unusually warm month, with thermometers on the Farallones Islands clocking 90-degree temperatures. The bird boxes turned into ovens. "They literally cooked," said Brown of the breeding auklets. "This is a prediction of what’s to come."

The auklet’s story also shows how species have already been negatively impacted by human activity, even before dramatic climate change was factored into the equation. That’s a point all the speakers drove home.

"We’re dealing with these threats that already exist. Now with climate change we superimpose all these unknowns," said Tamara Williams, a hydrologist for the Golden Gate National Recreation Area, a 60-mile swath of incredibly diverse land spanning from Tomales Bay to San Mateo that is home to 34 threatened or endangered species — more than any other national park in continental North America. "Those listed species were listed without considering impacts of climate change. We’re dealing with species that were in trouble already."

And how will it affect other species that aren’t listed? Williams gave an example of the coast redwood, which relies on a foggy environment to stave off drought during summer months. Will the coast continue to be as foggy as it’s been in the past? "We wish we could predict what’s going to happen, but we can’t," she said.

Mike Lynes of Golden Gate Audubon said the Bay Area has global significance for birds, but there’s already been a 90 percent loss of its historic wetlands — one of the primary habitats for shorebirds, which are already in a 50 percent decline. Climate change is only going to make the world harder for them, he said as he flashed maps of altered land masses in the event of a one-meter sea level rise — the modest prediction for what will happen by 2100. The maps showed that such a rise will cause wetlands in Richmond, along the Petaluma River, and in Silicon Valley to disappear. Lynes pointed out that the reconfigured coast doesn’t allow room for new wetlands — the coastlines will butt up against already heavily developed urban enclaves for people.

But, he said, expanding and preserving wetlands would benefit birds and humans — wetlands mitigate flooding and are a high-quality CO2 trap.

Zeke Grader, executive director of the Pacific Coast Federation of Fishermen’s Associations, didn’t sound optimistic about preserving one critical wetland — the Sacramento-San Joaquin delta — when he spoke about the collapsed Pacific salmon population.

"We know pretty much what the problems are for the Central Valley salmon. It doesn’t take a blue-ribbon panel like the governor would like to appoint," he said. "We’ve affected most all of its lifestyle, its lifecycle, by blocking off the places where these salmon spawn," rattling off the names of dams and rivers — Shasta, Bryant, American, Feather — that are no longer easily passable for fish returning to lay eggs where they were born.

On top of that, eggs that are successfully laid hatch into fish that then migrate downstream where they encounter the delta, an "estuary beginning to die." There, agricultural runoff, limited freshwater, and powerful pumps all threaten fish survival.

The few salmon that make it out to sea are faced with altered currents, fewer cool water upwellings, lower quantities of food, and literal dead zones where pollution has obliterated the natural diversity of the water.

"We know what has to be done to fix it. What has been done? Absolutely nothing. Now comes global warming. How well are we going to respond now that we have global warming?" asked Grader. "This year there was no fishing for the first time since 1848," bringing the issue back to the basic human need for food, as well.

He urged people to start demanding more from elected leaders, including a stronger Endangered Species Act with a well-funded mandate, and to begin "raising a much higher bar if we expect to have salmon on the planet, humans on the planet, in the future."

At the start of the evening’s presentation, Representative Nancy Pelosi’s aide, Melanie Nutter, delivered a short message from the Speaker of the House calling global warming a moral challenge. Nutter didn’t stay for the presentation, however, and wasn’t there to hear speaker after speaker call out the government for lack of action and, in some cases, inappropriate action.

Tom Dey, a water policy analyst who was seated in the audience, commented that change might come from the top of Barack Obama’s administration, but local officials need to be lobbied. "We have Senator [Dianne] Feinstein and Governor [Arnold] Schwarzenegger, who have written off the delta," he said, bringing up their support for a $9 billion bond to build more dams.

All the speakers urged individual action as well, and Williams said the Interior Department was "committed to doing what we can to reduce our own carbon footprint."

So far, that has been an analysis of carbon emissions throughout the national park system. GGNRA recently approved its climate action plan and is just beginning implementation of three major phases: emissions reduction, education, and adaptation, according to Laura Castellini, an environmental protection specialist. So far, that has meant an energy reduction partnership with Pacific Gas and Electric Co., an integration of climate change into interpretations, and beginning a more focused look at how sea level rise will affect GGNRA lands.

There have been hurdles, too. Castellini said most of the park’s emissions actually come from visitors, so the organization is looking at ways to enhance shuttles to and through parks as well as encouraging alternative transportation to arrive there in the first place. When asked how GGNRA was changing its own driving patterns, she said the agency was having problems getting more fuel-efficient cars. "Right now we get all of our vehicles from the General Services Administration. They have been a little slow in getting us vehicles that get us closer to our goal." Specifically, GSA only offers flex-fuel automobiles that run on ethanol, a plant-based fuel that many environmentalists are criticizing as unsustainable. Furthermore, Castellini said there are no ethanol stations in San Francisco.

Even given the concrete actions the park system is taking, there are still a lot of big unanswered questions, said Castellini. What if Glacier National Park no longer has any glaciers? "What does it mean if our protected areas no longer protect what they were established to?" she asked.

The Irreplaceable campaign, which includes a photo exhibit (closing Dec. 31 at the Main Branch of the SFPL), is traveling the country, ending in Washington, DC, as part of a push for Congress to recognize the gravity of the problem. Mark Rockwell, director of the program, closed the seminar by saying, "The only constant in nature is change. Change is what we’re going to have to become more comfortable with."

That includes human change.

It’s never too late

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culture@sfbg.com

My dad was a fan of last-minute shopping. As in: he’d go to the mall on Christmas Eve an hour before closing and park in the red zone. Though it drove my mom crazy, it seemed to work for dad — thanks in equal parts to his ability to manage anxiety (he didn’t seem to have any) and the one-stop-shop-iness of the mall experience.

But what if you’ve slacked on your shopping this year and you want to shop locally? Whether your idea of "last-minute" is a week before Santa comes or Christmas morning before the kids wake up, here are some shopping ideas that’ll help make your last-minute mad dash less, well, maddening.

COLLAGE GALLERY


Delisa Sage is as much curator as owner of this charming Potrero Hill shop, which features a mix of vintage and locally-made items with a focus on female designers and hand-made objects. From clocks to cameras and jewelry to housewares, you just might find something for everyone here.

1345 18th, SF. (415) 282-4401, www.collage-gallery.com

LAVISH AND FIDDLESTICKS


These sister stores are an ideal stop when shopping for kids and their parents. Owner Elizabeth Leu carefully chooses toys, clothing, stationery, and books that are stylish, environmentally friendly, and often made by local designers. Both stores have extended holiday hours, and if you sign up for the mailing list, you’ll get a coupon for 20 percent off.

540 and 508 Hayes, SF. (415) 565-0508, www.shoplavish.com and www.shopfiddlesticks.com

DELIRIOUS SHOES


Focusing on unusual styles from small-production shoe companies, Delirious is an ideal stop for your shoe-loving friends and family. Plus, owner Amy Boe has stocked up on socks, tights, bags, and slippers for holiday gifts and stocking stuffers.

317 Connecticut, SF. (415) 641-4086, www.getdelirious.com

SPRING HOME


Come for eco-consciousness, stay for style and selection. Spring always has a variety of gorgeously designed tableware, candles, bath and body products, linens, and often children’s dolls, all sustainable and non-toxic. Think hippie values with Dwell aesthetics.

2162 Polk, SF. (415) 673-2065, www.springhome.com

THERAPY


If there are any holes in your gift list, you can surely fill ’em here. Cards, hats, gloves, jewelry, tchotchkes, home décor, joke gifts … you name it, Therapy carries it — and the Mission District favorite is open Christmas Eve.

541 Valencia, SF. (415) 621-5902, www.shopattherapy.com

CURIOSITY SHOPPE


Fun, funky, and oh-so-cute, this tiny store is chock-full of winsome delights, from wooden mustaches to Russian doll–style stackable bowls. Though usually closed on Mondays, they’ll stay open Dec. 23 for last-minute shoppers.

855 Valencia, SF. (415) 671-5384, www.curiosityshoppeonline.com

PAXTON GATE


An easy hop, skip, and a jaywalk across from Curiosity Shoppe is this weird and wacky favorite where rare stones and plants are as easy to find as taxidermied animals. Plus, they’re open Christmas Eve!

824 Valencia, SF. (415) 824-1872, www.paxtongate.com

CITY BEER STORE


Sure, beer is a niche gift. But there’s no better place to find a unique, imported, hard-to-find brew than this delightful basement shop. Plus, you can drink while you shop.

1168 Folsom, SF. (415) 503-1033, www.citybeerstore.com

BRANCH


Stuck at home with the kids? In bed with the flu? Sometimes shopping online is your only option. But if you’re going to do it, why not shop an SF-based business? The Branch warehouse on Van Ness Street is stuffed floor-to-ceiling with sustainable, adorable gifts, including toys, furniture, housewares, and clothing. Order by Dec. 19 to send gifts by Christmas. Or, if you’re later, simply send a card with a photo of what you’re buying so your giftee knows you weren’t that late.

(415) 626-1012, www.branchhome.com

PHOENIX RISING BODYWORK


What could be easier than a gift certificate, or more welcome than a massage? Purchase an affordable session ($65–$130) with Potrero Hill-based Jennifer Bryce ahead of tiem and let your giftee make an appointment. Bryce is trained in Swedish, shiatsu, hot stone, deep tissue, and many more massage styles, so everybody (and every body) should benefit from her touch.

(415) 215-6205, www.phoenixrisingbodywork.com

THE GIFT OF GIVING


When it’s the idea of a gift that’s more important to you than the object itself, why not donate to your favorite cause — or that of your loved one — in your giftee’s name?

DonorsChoose.org is an interesting option for those who want to know exactly where their money is going. On this site, teachers ask for classroom materials and donors choose which projects to support. Check out the main site at www.donorschoose.org or City Editor Steven T. Jones’ personal choices at www.donorschoose.org/donors/viewChallenge. Support two-wheeled travel by giving to the Bike Kitchen (www.bikekitchen.org), a do-it-yourself resource run by volunteers, or the San Francisco Bicycle Coalition (www.sfbike.org), an alliance promoting the bike for everyday transportation. Other organizations we like are Western Regional Advocacy Project (www.wraphome.org), which seeks to expose and eliminate root causes of civil and human rights abuses; Coalition on Homelessness (www.cohsf.org), which initiates program and policy changes to promote social justice and create exits from poverty; and Nature in the City (www.natureinthecity.org), which seeks to restore wildlife and connect urbanites with the nature where they live. And perhaps the cause closest to our hearts this season is overturning Proposition 8. There’s been some controversy over which of the big marriage equality organizations or smaller grassroots efforts have the tools and resources to affect change, so choose carefully when donating. We like the 10-year-old Equality California (www.eqca.org). Other organizations we trust to support equal marriage rights, as well as other issues of importance to the LGBT community, are the National Center for Lesbian Rights (www.nclrights.org) and Horizons Foundation (www.horizonsfoundation.org).

Need even more ideas? Check out the special deals on the SF Convention and Visitors Bureau site, www.onlyinsanfrancisco.com/shopsf. Also see our staff gift lists on our Pixel Vision blog and our 2008 Holiday Guide. And don’t forget to let us know how you spent your money locally this year at sfbg.com/local, where you’ll enter to win $500 in gift certificates to local businesses.

Breaking ground

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› steve@sfbg.com

The long-awaited process of rebuilding the Transbay Terminal formally begins Dec. 10 with a groundbreaking ceremony led by Mayor Gavin Newsom. But the agency pushing the project is still a long way from finding the money to build the project’s voter-mandated centerpiece: a high-speed rail and Caltrain station.

Even as the Transbay Joint Powers Authority embarks on the fully funded, $1.2 billion first phase of the project — which includes building a temporary bus station, demolishing the current building, and rebuilding the 1 million-square-foot transit hub by 2014 — the agency still hasn’t included the crucial $300 million "train box" in its plans.

Transportation planners say the train box, which is essentially the shell structure in which the train station would be built during the project’s second phase, is very important both logistically and financially (doing it later could be very expensive and disruptive to the station’s operation), particularly since the TJPA has secured little of the $3 billion needed for phase two.

"It would be a misuse of taxpayer money not to build the train box now," Dave Snyder, transportation policy director for the San Francisco Planning and Urban Research Association, told the Guardian. "The most urgent thing now is to make sure the train box is built as part of phase one."

"We are working hard to identify the funding for the train box in phase one," TJPA executive director Maria Ayerdi-Kaplan told the Guardian. "It’s more expensive to build it later."

But that source must be found by spring to be included in construction contracts.

Critics have questioned whether the trains will ever arrive at Transbay Terminal’s downtown location, and those doubts grew in recent weeks after Judge Quentin Kopp, the California High Speed Rail Authority chair, publicly suggested that the existing Caltrain station at Fourth and Townsend streets would be a fine high-speed rail terminus and that tunneling the final 1.4 miles to Transbay might not be worth the money (see "High speed derailment?", SFBG Politics blog, 11/18/08).

Kopp’s comments were prompted by premature TJPA efforts to secure funding guarantees from the $10 billion in high-speed rail bond money approved by voters Nov. 4 and by his concerns about how the project is being managed by Ayerdi-Kaplan and the high-priced public relations firm she relies on, Singer & Associates.

That rift, its lingering aftermath, and the failure of the TJPA to identify funding for Transbay Terminal’s rail components have rattled those who see the project as the linchpin for the region’s transportation system.

"I don’t think it works with the rail terminal at the current Caltrain station at Fourth and Townsend," Snyder said. "The access to downtown just isn’t good enough. The trains have to come downtown."

The Transbay Terminal was built in 1939 as the truly multimodal facility that supporters want it to become again. It received both buses and the commuter trains that traveled along the lower deck of the Bay Bridge until the bridge was converted to handle cars alone in 1959. At its peak at the end of World War II, 26 million passengers used the station annually, but those numbers dropped off precipitously as private automobile use increased.

The neighborhood around the terminal at First and Mission streets deteriorated and became a redevelopment district full of dormant public land, which the state turned over to facilitate development activity that includes the terminal rebuild (with a rooftop park), a neighborhood of 2,600 new homes (35 percent of which are required to be affordable), and a series of towering office buildings (including the tallest one on the West Coast).

Land sales expected to total $429 million are the single biggest funding source for phase one of the Transbay Terminal project, with the rest coming from state and federal funds, participating transit agencies such as AC Transit, a loan that will be repaid by increased property taxes, and increases in the sales tax and bridge tolls that were dedicated to the project by past ballot measures.

The prospects of bringing trains into the terminal seemed to rely on the high-speed rail project, which Kopp instigated as a legislator in the mid-’90s. Since then, the project has been studied and certified, with its documents explicitly spelling out how trains will travel from Transbay Terminal to Los Angeles Union Station in about two hours and 38 minutes.

After years of delays in bringing the $9.9 billion high-speed rail bond measure to the ballot, Proposition 1A was narrowly approved by voters Nov. 4. The TJPA immediately asked CHSRA for priority funding and was rebuffed by Kopp, who on Nov. 13 wrote, "Please do not attempt to secure California High Speed Rail Project funds to defray the enormous cost of the 1.4 mile ‘downtown rail extension.’ Such effort will not be welcomed by me."

In comments to both the Guardian and the San Francisco Chronicle, Kopp raised questions about wasteful spending at TJPA, the leadership of Ayerdi-Kaplan (who has met with Kopp and CHSRA director Mehdi Morshed just once), and the TJPA’s use of Singer and Associates, whose multiyear contract of up to $900,000 calls for paying the TJPA’s main contact, Adam Alberti, $350 per hour. "We don’t have a PR person deflecting media inquiries," Kopp said of his agency.

Ayerdi-Kaplan, who had little transit or executive experience before being appointed to the post at the urging of then–mayor Willie Brown, met with the Guardian editorial board last week and glossed over her past inaccessibility and conflicts with Kopp, saying the project is on track, she’s engaged with it, and she’s confident of its success.

"We have raised over $2 billion for the project and have a fully funded phase one. We’re still working on identifying the funding for the rail," Ayerdi-Kaplan said. TJPA has developed a list of possible funding sources, the biggest item being $600 million from the CHSRA.

She admitted that she hasn’t personally tried to contact Kopp about the funding request or worked to develop a good relationship with him or his agency, both of which Kopp has criticized. "At some point, we are going to sit down and talk," Ayerdi-Kaplan said.

She said there’s strong public support for the project. "We take a very positive approach," she told us. "You have to believe in what you’re working on, you have to believe it’s going to happen — as anything in life: you have believe your relationships are going to work, that your business is going to work, that your project is going to happen — or you have no business doing it," she said. Ayerdi-Kaplan said the project is fully certified and just waiting for funding, which should make it attractive to increased infrastructure spending proposed by President-elect Barack Obama. "There’s a lot of things that are in the works immediately with his economic stimulus package," she said.

Alberti said he has reached out to Morshed and received assurances that the CHSRA is still planning to use Transbay Terminal, something Morshed also confirmed for the Guardian — but with some hedging.

"Transbay Terminal is our terminal station in San Francisco as of now, based on our environmental documents," Morshed told the Guardian. Yet he said the authority is beginning more project-specific environmental studies, "and part of the requirements of environmental analysis is we need to look at all options."

Kopp said it’s unlikely that the Transbay Terminal — or any other project — will get a commitment for bond money soon: "We’re not going to be spending money or making funding commitments for years."

Making the Transbay Terminal work

0

EDITORIAL The Transbay Terminal project is way too important to get bogged down in a pointless political fight. But that’s what’s going on — and it’s the responsibility of the terminal project director, Maria Ayerdi-Kaplan, to put an end to it.

Ten years from now, the terminal is supposed to be a centerpiece in the city’s transportation infrastructure. Buses from around the Bay Area will pick up and unload passengers upstairs, while Caltrain and the new high-speed trains from Los Angeles stop below ground. Shops, restaurants, and other services should make it a grand San Francisco landmark, like the great urban train stations of years past.

As Steven T. Jones reports in this issue, the project is breaking ground this week. But there’s currently not nearly enough funding secured for the rail component.

It’s going to be expensive to bring trains into the new terminal. The Caltrain line now ends at Fourth and King streets; extending it a mile or so (and boring the necessary tunnels) will cost more than $2 billion. The full build-out, including the platforms, will run close to $3 billion. As of today, the terminal authority has only shaky commitments for about $600 million of that.

The project plans mandate a multiuse terminal for trains and buses. And Ayerdi-Kaplan promised us, repeatedly, that there’s no way the project will end up getting built without the facilities for rail in the basement.

But Quentin Kopp, a retired judge who heads the state’s high-speed rail agency, has nothing but harsh words for Ayerdi-Kaplan and her operation. He insists that she hasn’t been working with him and that none of the $10 billion in bond money approved in November for the project will go to extend the tracks beyond the existing Caltrain terminal at Fourth and King. In fact, Kopp is making noises about keeping the end of the line exactly where it is today.

That would be a mistake — building an adequate terminal for high-speed rail at its present location would cost at least $750 million, money that would be better spent funding the downtown extension. But Kopp has some legitimate gripes. Ayerdi-Kaplan, who is supposed to be building the station that will serve as the northern anchor for high-speed rail, has met with Kopp only once. She’s going ahead with the project before she has any guarantees that even the framework for the underground station will be funded. And frankly, it’s not going to work for the head of the Transbay Terminal project to remain at odds with the head of the high-speed rail authority.

Ayerdi-Kaplan has managed to secure money for the first part of this project, which is an accomplishment (even if the city is going to have to accept a giant, hideous skyscraper as part of the deal). But building the Transbay Terminal with no rail connection would be a disastrous waste of money — and waiting and hoping for more money later isn’t a very good financing plan.

At this point, the project is also as much a political challenge as a fiscal and management problem. Ayerdi-Kaplan needs to demonstrate, and quickly, that she can mend fences with Kopp and get the two agencies working together — or the Transbay Joint Powers Authority, which oversees Ayerdi-Kaplan’s work, needs to step in.

Editor’s Notes

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› Tredmond@sfbg.com

Muni is heading for a hiring freeze and delaying system improvements at the same time that Mayor Gavin Newsom says this is "not a time to raise fees and taxes on business." The head of the California High-Speed Rail Authority is fighting with the head of the Transbay Terminal project over money to extend train tracks downtown. The United States of America is bailing out car companies that have been fighting for years against tougher emissions standards and still can’t seem to make fuel-efficient vehicles. And we’re all worried about global warming and a deepening recession.

I’m not getting this.

Historians and economists can argue forever about the causes of the Great Depression, but most people agree about what brought it to an end: massive, over-the-top levels of public spending. Huge investments in infrastructure. Huge investments in employment programs.

Tax cuts didn’t end the Depression. Government layoffs and belt-tightening didn’t end the Depression. Under President Roosevelt, the government taxed and spent, borrowed and spent — and spent and spent and spent — starting with the New Deal and continuing through the gigantic reindustrialization of America known as World War II. And money went into things that actually created jobs — in many cases, public-sector jobs.

So now we’re in a period where San Francisco, California, and the nation desperately need new infrastructure . We need to shift, fairly radically, away from a car-based transportation system to one based on energy-efficient transit, particularly trains. We need to profoundly shift the electricity grid, away from nuclear and fossil fuels (and away from private control). All these things create jobs. It’s kind of a no-brainer.

California just approved $9.9 billion in bonds for a high-speed rail system between San Francisco and Los Angeles. But even that money isn’t going to be enough, and progress is going to be slow. Take 1/10th of the $800 billion the federal government is putting into propping up big banks and spend it on an emergency plan to build high-speed rail all the way from Seattle to San Diego, and imagine how many jobs that would produce. Jobs for planners, engineers, accountants, office-support people, steel fabrication, construction work, heavy equipment operators … jobs for college grads, jobs for high school grads, union jobs, steady jobs, jobs that train people for other jobs –tens of thousands of them.

Take another 10 percent of that and spend it building solar panels on every public building on the West Coast. Again: jobs of every sort, at every level. Mandate that all the work gets done in America, and you’ll develop an entire new industry or two (we don’t build trains in this country much, but we could, and we already have auto workers and factories that are about to be idled).

I hear some talk about this from the Obama administration, but I also hear some caution and some discussion about budget deficits and keeping the financial sector happy. Fact: the financial sector will be happy when a few million more people are working and spending money. That’s where the economy starts.

I just watched all 34 minutes of the economic segment of Newsom’s state-of-the-city YouTube extravaganza. In and around the rhetoric, he devoted a few moments to the city’s budget deficit and how he was going to institute a hiring freeze, lay off workers and consolidate departments. All wrong.

In fact, this is an excellent time to raise taxes and fees — on the rich, the well-off commuters, the big businesses, the billionaires … Shifting wealth from the top to the bottom, creating public sector jobs in the process, is an fine recipe for economic stimulus. At every level of government.

Throwing money at Muni

3

By Tim Redmond

I’m not surprised that C.W. Nevius, who lives in the East Bay suburbs and drives into work at the Chron every day, doesn’t like the idea of congestion pricing.

But his column doesn’t entirely add up. I mean, I though he likedmodern capitalism, which is an economic philosophy based on incentives. You give people an incentive to drive downtown — like free or cheap parking — and you never charge them for the external costs of their actions, and they are, by and large, more likely to drive. You take away that incentive — by, say, charging a fee that reflects in some modest way the additional costs to the city, the environment and society as a whole of their behavior — and driving downtown may diminish. That’s pretty basic stuff.

But he’re the big mistake:

It makes you wonder about the numbers the proponents keep throwing out. Between $35 million and $60 million will be generated each year, they say. Add that to the funds the advocates hope to get from the federal government, and they insist it will all come together. The money will dramatically improve mass transit, fewer people will want to drive in the city, and more of them will happily get aboard the bus, or BART, or Caltrain.

Let’s see, just throw more money at public transit and everything will improve. Have we heard that before? You bet we have and the problems persist.

I recognize that throwing money at the problem doesn’t solve everything. It’s not always the smartest thing for government to do, and often it doesn’t work at all.

But public transportation, like public education, is an area where throwing money around really does make a difference. Spend more on Muni and Muni gets better. Cut Muni’s budget and service gets worse. There are other factors (the competance of management etc.) but on a linear regression line, the correlation between money and quality or service is going to be pretty direct.

The reason mass transit isn’t up to Nevius’ standards is mostly because we don’t fund it adequately. Making the (mostly wealthy) people who drive — and pollute the air and contribute to congestion and global warming — pay a small fee to offset just a part of those costs, and use that fee to improve transit, makes perfect sense.

Transforming traffic analysis

0

› news@sfbg.com

GREEN CITY A court injunction against new bicycle projects in San Francisco (see "Stationary biking," 5/16/07) could get lifted next year, thanks to environmental studies released Nov. 26 and headed to the Board of Supervisors next month. But it’s a subtle, technical change in how city officials analyze traffic impacts that could have a more far-reaching implications.

It’s called Level of Service Reform and it would change the triggering mechanism for when projects need to conduct full-blown environmental impact reports, an expensive and time-consuming requirement that led to the three-year bike project injunction. And LOS reform has been rattling around the city bureaucracy long before the Guardian wrote about it two-and-a-half years ago ("The slow lane," 5/17/06).

"It’s either wonderful that I started working on this in 2002, or it’s embarrassing," Rachel Hiatt of the San Francisco Transportation Authority told a Nov. 19 meeting of TransForm (formerly the Transportation and Land Use Coalition) on the subject.

The California Environmental Quality Act of 1970 requires EIRs for projects with potentially significant environmental impacts, as is the case when the level of service (LOS) at an intersection could be changed. LOS is measured by the amount of time it takes a car to pass through a given area. The time consumed by the car is often referred to as control delay. Measured by grades A through F, control delay per motor vehicle times of up to 30 seconds (E grade) are acceptable in San Francisco.

Designating sections of certain busy streets to accommodate a bike lane would affect the control delay, thereby earning the area a lower LOS grade. Since cars now essentially have priority over alternative forms of transportation, many potential bike lanes have been stranded by the LOS standard.

City officials are working to replace the LOS measure with a new one based on auto trips generated (ATG), using 1 ATG as the threshold for an EIR. Projects that generate no car trips will not be seen as having any environmental impact, thereby moving through the approval process quicker and cheaper.

"LOS needs to be taken out of the picture," Hiatt said.

The argument for LOS replacement is not solely about the need to accommodate other transit modes, but about lowering costs and making government more efficient. Hiatt outlined other problems with the current measure as the failure to accurately gauge environmental impact, failure to reflect the city’s "transit-first" policy priorities, and an inefficient CEQA review process.

Development advisor Mike Yarne of the San Francisco Mayor’s Office of Economic and Workforce Development said that if the city wants to topple LOS, the Transit Authority has a case to make. "What the TA needs to show is that ATG is a more effective proxy to calculate environmental harm," Yarne said.

The city is also considering instituting a mitigation fee to be paid by project sponsors to compensate for environmental impact. Proceeds from the fee will be used to enhance all existing modes of transit, pedestrian safety, and could even include planting trees.

"The fee will go toward making people move faster," Yarne said.

Yarne admits that it could be a little difficult to make both changes at once. San Francisco will be the first city in California to create a mitigation fee, so other cities are taking notes.

"It would be quite an accomplishment if we could make it happen. It’s never been done," explained Yarne, noting that most cities have come to recognize that CEQA does not work well in urban areas. "The irony of ironies is the stopping of the bike plan."

Last week the TA released a Draft Environmental Impact Report for the San Francisco Bicycle Plan. With almost 900 days since the last new bike lane was constructed, the new bike plan will allow a roughly 75 percent increase to the current network..

San Francisco Bicycle Coalition Executive Director Leah Shahum expressed hope in the potential of the new EIR, slated to be approved this spring, after which the plan will be finalized and the city can go back to court to try to get the injunction lifted.

"The draft EIR is definitely a big step toward completion, but more needs to be done," she said. "The ridiculous exercise of slowing the bike plan down is a great case for why we need environmental review reform."

Decongest me

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› sarah@sfbg.com

San Francisco could raise $35 million to $65 million for public transit improvements annually by charging drivers $3 to cross specific downtown zones during peak travel hours, according to a San Francisco County Transportation Authority congestion pricing study.

The aim of those fees, SFCTA staffers say, is to reduce congestion, making trips faster and more reliable, neighborhoods cleaner, and vehicle emissions lower, all while raising money to improve local and regional public transit and make the city more livable and walkable — improvements they hope will get even more folks out of their cars.

London, Rome, and Stockholm already have congestion pricing schemes, but plans to charge congestion fees in New York got shelved this July, reportedly in large part because of New Jersey officials’ fears that low-income suburban commuters would end up carrying a disproportionate burden of these fees.

As a result of New York’s unanticipated pressing of the pause button, San Francisco now stands poised to become the first city in the United States to introduce congestion pricing. But the plan requires approval from both local officials as well and the state legislature.

As SFCTA executive director Jose Luis Moscovich told the Guardian last week, "The state has control over passage of goods and people. Therefore, if we want to restrict that in any way, e.g. charging a congestion fee, [we] have to get the state’s permission."

If a congestion pricing plan is to go forward, it will need the support of Mayor Gavin Newsom. Wade Crowfoot, the mayor’s climate change advisor, told us, "It’s obvious that the mayor embraces the concept, as he laid out in his 2008 inaugural address."

But Newsom isn’t signing the dotted line just yet. "The mayor wants to make sure that there are no negative impacts that would make people not want to come to San Francisco, or would harm low-income people who live in areas that are not served by public transit and have no other choice but to drive," Crowfoot said.

"We are encouraging the [Transportation Authority] to do vigorous public outreach so that no one feels blindsided," Crowfoot added.

But as SFCTA executive director Jose Luis Moscovich explained Nov. 25 to the supervisors, who also constitute the transportation authority board, even if San Francisco gets the legislative green light, it could take two to three years to implement a congestion pricing plan.

"We’re not making a proposal," Moscovich said. "We’re just showing the initial results of our analysis."

That said, it’s clear Moscovich believes congestion pricing is feasible and would contribute to local, regional, and statewide transit goals.

TOO MANY PEOPLE


With San Francisco planning to accommodate 150,000 new residents and 230,000 new jobs over the next 25 years, Moscovich’s principal transportation planner, Zabe Bent, outlined four scenarios last week that would mitigate impacts in already congested areas.

These scenarios involve a small downtown cordon, a gateway fee with increased parking pricing downtown, a double ring that combines gateway crossings with additional fees downtown, and a cordon that imposes fees on crossings into the city’s northeast corner. (See www.sfmobility.org for details, including maps of the four possible zone scenarios.)

It seems likely the SFCTA will pursue the double ring or northeast cordon option.

As Bent told the board, "If the zone is too small, people will drive around it. And drivers within the zone could end up driving more, thereby eroding anticipated congestion benefits."

But all four scenarios aim to alleviate an additional 382,000 daily trips and 30 percent extra time lost to traffic congestion that would otherwise occur by 2030, according to SFCTA studies.

"We won’t reach environmental goals through clean technology alone," Bent explained. "Even if everyone converted to a Prius, the roads would still be congested."

Observing that it already costs at least $4 to get into the city by car — on top of $2 per gallon for gas and high parking fees — Bent argued that congestion, which cost the city $2 billion in 2005, reduces San Francisco’s competitiveness and quality of life.

Stockholm raised $50 million a year and reduced congestion by 22 percent with congestion fees, while London raised $200 million a year and reduced congestion by 30 percent.

In San Francisco, the SFCTA used computer models to determine that by charging $3 per trip at peak hours, the region would get maximum benefits and minimum impacts.

Discounts would be available for commercial fleets, rentals, car shares, and zone residents, Bent said, with toll payers getting a $1 "fee-bate" and taxis completely exempt.

As Moscovich noted, "Taxis are viewed as an extension of the public transit system."

BIG BUSINESS GRUMBLES


With concerted public outreach scheduled for the next two months, and business groups already grumbling about even talking about any increases to the cost of shopping and commuting with the economy in meltdown, Moscovich warned the supervisors not to wait until after the next economic boom hits, before planning to deal with congestion.

"Now is the right time to study it, but not implement it yet," Moscovich said.

Kathryn Phillips of the Sacramento-based Environmental Defense Fund told the Board that in Stockholm, public support grew to 67 percent once a congestion fee was in place.

"People saw that it reduced congestion, provided more public transit services, and made the city more livable and walkable," Phillips said.

BART director and Livable City executive director Tom Radulovich believes that free downtown transit would make the fees more palatable. "Fares could be collected when you get off the train if you travel outside of the zone," Radulovich said.

Noting that BART is approaching its limits, Muni Metro needs investments, and parking fees are an effective tool for managing congestion, Radulovich added. "Congestion pricing’s main criteria should not be to make traffic move faster. I don’t want to create more dangerous streets, but generally speaking, I think that plan is on the right track."

As for fears that San Francisco’s plans could tank at the state level because of concerns about working-class drivers being unfairly burdened, Radulovich noted that SFCTA studies at Doyle Drive determined that only 6 percent of peak hour drivers are low-income.

"The vast majority are earning more than $50,000 a year," Radulovich said. "And since the number of low-income drivers is very small, they could be given discounts. The real environmental justice issue here is what current congestion levels are doing to people living downtown, who are mostly low-income. They put up with inhumane levels of traffic and congestion, which affects the health and livability of their neighborhoods."

Dave Synder, transportation policy director for SPUR (San Francisco Planning and Urban Research Association), said he believes the regressive tax argument is a misleading attack.

"The truth is, that without the revenues this program will bring, the MTA will have to cut service for poor people, not increase service to meet increased demand for people who can no longer afford to drive," Synder told us.

But several local business groups are claiming that San Francisco doesn’t have a congestion problem compared to European cities.

Ken Cleveland of San Francisco’s Building Owners and Managers Association, said he believes that reports of congestion in San Francisco "are more hype than reality.

"We have no problem compared to London, Rome, and Stockholm," Cleveland said. "Congestion fees may work when you have a huge city with millions of people crammed in, like in London, Manhattan, Rome, but not in San Francisco."

Cleveland urged a hard look at what this increase means for people who drive now. " Fees of $160 a month would be "a real hit" on the middle and working classes, he said.

Jim Lazarus of the San Francisco Chamber of Commerce said he opposed a local cordon, but supports a regional congestion pricing program. "Look out the window at 10.45 a.m., and you’ll see that there is no congestion on Montgomery and Pine," Lazarus told us, noting that unlike London, which covers 600 square miles, San Francisco only has a 49-square-mile footprint.

"If you decide not to go into downtown London, the odds are your taxes, jobs, and revenues will still go into London’s coffers," he said. "That’s not the case in San Francisco. So from a small business point of view, it doesn’t make sense."

Bent says the SFCTA’s study provides numbers that are irrefutable, in terms of showing how travel times are impacted by congestion, during peak hours. "We’re talking about modest improvements in speed, but significant improvements in travel time," Bent said.

The proposed fees won’t affect shoppers, museum-goers, or those going out at night, but would benefit all users of the public transit system, Moscovich said.

"We’re not designing for London, we’re designing for San Francisco," Moscovich told the Guardian. "And this is not an anti-automobile program. This is an effort to achieve a balanced transportation system."

With the congestion fee revenue reinvested in transportation infrastructure, Moscovich adds, public transit will be less crowded, and provide more frequent, faster service.

"It all makes perfect internal sense: folks with the least resources are likely to benefit the most," said Moscovich, who predicts that San Francisco will agree on some form of congestion pricing.

"The mayor wants to be seen as a leader in initiating climate change commitment, and transportation is one of the first ways to achieve this," he said. "Especially since 50 percent of San Francisco’s greenhouse emissions occur during peak hour travel."

"We’re trying to change behavior, not just engineering. We don’t want people in cars. … For every pollution-free Prius, you have diesel buses and older cars sitting in traffic idling, essentially eroding any benefits. The best way to optimize results is to get some cars out of the peak hour."

Sup. Jake McGoldrick, who is president of the SFCTA board and has supported the congestion fee-pricing system since it was implemented in London, said that "business will have to step up [and] make a willing suspension of disbelief to see that enhanced mobility will enhance business opportunities.

"There will be no need to get mauled at the mall," McGoldrick predicts. "San Francisco has wonderful things to offer, not just a sterile, homogenous, single-purpose environment. You can’t match museums and cultural amenities out at the malls. San Francisco is a cultural center, not just a strip mall."

McGoldrick, who is termed out in January, said that the new Board "will lean very positively toward doing this." He added that state representatives, including Sens. Leland Yee and Mark Leno and Assembly Members Fiona Ma and Tom Ammiano "will see the benefits.

"They should be willing to carry the banner because of the long term benefits for their grandchildren," McGoldrick said.

(The Board will consider the congestion pricing scenarios and impacts Dec. 16. See www.sfmobility.org for details of public workshops and meetings.)

Great day for biking

4

by Amanda Witherell

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

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

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

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

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

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

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

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

SF slowly pedals forward

11

sharrow.jpg

By Steven T. Jones

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

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

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

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

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

New member of the SFPUC?

0

by Amanda Witherell

JulietEllis11.26.08.jpg
From left, Juliet Ellis with Manuel Pastor from UC Santa Cruz and Lori Reese-Brown with the city of Richmond

The San Francisco Public Utilities Commission has had two empty seats for months, but Mayor Gavin Newsom has finally made another appointment to the body that oversees the city’s water and power infrastructures. Juliet Ellis has been offered the “advocacy” seat on the five-member board.

For the past seven years she’s been executive director of Oakland-based Urban Habitat, a non-profit social and environmental justice organization that works on affordable housing, transportation, and land use planning issues throughout the Bay Area, though mostly in the East Bay. The organization has been around since 2004, and receives most of its funding from grants. [PDF of its most recent 990.] (A quick check of grants made by Pacific Gas & Electric since then showed none to Urban Habitat, unlike other purported community groups.)

Ellis told the Guardian she’s interested in joining the SFPUC because it will bring her focus back toward San Francisco, where she’s been living since 1995. She currently resides in Bernal Heights.

When asked how her experiences have prepared her to be a public utilities commissioner, she said, “I have a long track record of working with folks who are often the most left out of the process,” she said, and that would continue at the SFPUC. If appointed, she plans to keep her job at Urban Habitat.

“Our organization is really interested in justice components,” she said, and in particular, climate justice. “What are the implications for low income communities if sea levels rise? If air pollution increases?” And, she pointed out, what kinds of mitigations can protect more vulnerable communities when it comes taxation through congestion pricing or the continual siting of power plants in areas where people live, with their pollution and carbon offsets occurring elsewhere?

That relates intimately to long term water and power issues under discussion in San Francisco, like the 51 percent renewable energy projections for the Community Choice Aggregation plan and what to do about the Mirant Power Plant that’s still operating in the mostly black, mostly low-income, and, consequently, most cancerous part of town, as well as how to move the city toward more affordable energy bills.

Ellis didn’t have much to say on specific issues like Mirant or CCA, admitting that she hasn’t “gone deep enough, I haven’t learned all the information” about these heavily nuanced and political issues.

But, her thinking seemed to fall along the right lines of public accountability and control, citing “the more obvious benefits of having more control than when it’s privatized. It seems like CCA would provide more clean energy and control and that in and of itself makes it something that’s attractive.”

Ellis said she sees real opportunities to connect the SFPUC with the communities she’s been helping at Urban Habitat. “The main issues I’m excited about are job opportunities and thinking through how to position those,” she said, pointing out that the SFPUC is projecting 24,000 jobs through the Water System Improvement Plan. She would like to see some of those jobs go to people who are low-income and jobless now. She’s also interested in “out of the box thinking for mitigating impacts for communities like Bayview Hunters Point and Potrero on water and energy issues.” She said most people don’t understand the scale of work undertaken by the SFPUC and she’d like to build a better relationship between it and low income and communities of color.

She said the recommendation to join the SFPUC came from Fred Blackwell, a former Urban Habitat board member who was appointed by Newsom to head the Redevelopment Agency in 2007. So far she’s met with several members of the Board of Supervisors and her appointment will be heard by the Rules Committee during their Dec. 4 meeting.

Editor’s Notes

0

› tredmond@sfbg.com

The Board of Supervisors passed the Eastern Neighborhoods Plan last week, in what seemed to be an awful rush. If it had been my call, I’d have left the transformative rezoning to the next board, which will have to deal with the impacts of it. But that wasn’t to be. The meeting was marked by Board President Aaron Peskin pushing a series of crucial amendments that Sup. Sean Elsbernd wanted to delay — and that Mayor Gavin Newsom may veto. That will force an override vote, and it will be close.

So one of the most important land use decisions in the history of San Francisco is going to be coming down during the holiday season, during the last few weeks that the outgoing board is in place, and possibly after Sup. Tom Ammiano — a solid progressive vote — has left for Sacramento.

This is not good.

The plan itself is a bit out of date — it was designed for a time when developers were champing at the bit to build market-rate housing in southeastern San Francisco. And while housing demand in this city is still strong, the market has dropped a bit, and the notion that fees on high-end condos will be paying for affordable housing and infrastructure is a lot more shaky these days.

I was never that thrilled with the rezoning anyway — it allows way too much expensive housing, nowhere near enough affordable housing, and the fees that developers will pay are utterly inadequate to fund the level of transportation, parks, schools, water and sewer pipes, and other facilities the area needs.

But at least the amendments add some sanity to the plan. One of Peskin’s proposals would mandate that developers who get a conditional use permit for their projects actually start building within three years — or lose their right to special zoning. That not only makes sense, it’s an anti-speculation measure — you can’t just buy up land, get special permission for additional height and density, and then sit on it until you can flip the property for more cash.

Of course, the Mayor’s Office is getting flooded with calls from developers who think this is just an outrage. The builders are also unhappy with another amendment, which requires the city to monitor the payment of building fees to make sure they’re coming in on time and going to the right places.

So if the mayor holds true to form, he’s going to veto those parts of the plan, and right now, progressives don’t have eight votes to override him. If that’s how it goes down, then the new board needs to take up the issue again in January. And while the new supes are at it, maybe they can try to raise the development fees.

The good news is that the lower the housing market goes, the more competitive nonprofit developers can be. And if the Obama administration comes through with some federal affordable housing money, the community-based organizations could be the ones driving the new wave of construction.

It sucks that Prop. B didn’t pass, because this is a rare opportunity for the public sector and the nonprofits to grab building sites. The supervisors can still allocate money for affordable housing in the next budget. And if there’s federal money to match it, Newsom, who refused to spend the last allocation, should be hammered by every part of the city if he screws up this sort of chance.

Rally to stop PG&E’s late payment deposits!

2

By Bruce B. Brugmann

(Scroll down for information on the rally and on a consumer survey on PG&E’s late payment policy

The Pacific Gas & Electric Company really does screw residents and businesses on a systematic basis, as Guardian readers and Clean Energy Act (H) supporters know.
For example, the utility often imposes deposits for late payments on residents. For businesses, it often forces a late paying company to buy a bond. For businesses that late pay, PG&E is quick to notify Dun & Bradstreet, the business credit rating service, making it more difficult for the company to qualify for credit. To make matters worse, there is no realistic way for residents or businesses to get help or complain about PG&E’s late payment policies or any of its other abusive policies. On guard!

So it is good to see the The Utility Reform Network (TURN) call PG&E out on the late payment issue and sponsor a rally against PG&E’s late payment deposit policy at noon Thursday (ll/20/08) at the corner of Fremont and Market Sts. in San Francisco. Here is TURN’s press release on the rally and its survey on late payment deposits.

Why penalize customers who are struggling to pay their bills during an
economic crisis?

STAND UP! SPEAK OUT!
Fight for our rights to affordable utility services!
Rally for a Suspension of Late Payment Deposits!

Thursday, November 20, 2008
12:00pm
Corner of Fremont & Market St
San Francisco, Ca 94105

Directions by public transportation: MUNI Bus Lines-F, 38, 7, 14, 21, 6, 71 Metro Lines- J, K, L, N, M, T exit at Embarcadero station

For more information please contact Lotchana at 415.987.4375 or
lsourivong@turn.org

Sponsored by TURN (The Utility Reform Network)

PG&E Customer Survey: Deposits

Have you ever been asked for a deposit because you have paid your bill
late?
Yes No

Are you doing your best to make regular payments?
Yes No

Is your electric/gas service still on?
Yes No

Have you had the same residential billing address and account name for
the past year?
Yes No

Do you have a copy of your bill that shows the deposit charge? Yes No

If you answered YES to all the questions and want the deposit refunded,
please contact Lotchana at 415-987-4375 or lsourivong@turn.org.

Maybe we contact you, if we have further questions?
(Mailing address: 711 Van Ness Ave. Ste. 350, SF, CA 94102)

Name:_____________________________________

Address:___________________________________

Phone or Email:________________________________

Taxi merger

0

› amanda@sfbg.com

A plan to merge the Taxi Commission with the Municipal Transportation Agency will be heard by the Board of Supervisors on Nov. 25. Most city officials and taxi industry bigwigs support the change, but some drivers fear it could signal the end of the semi-autonomous medallion system that has been in place for 30 years.

The merger legislation by Sup. Aaron Peskin is brief, simply transferring duties from the Taxi Commission to the MTA beginning March 1, 2009. But Peskin also helped write another key piece of legislation — last year’s sweeping MTA reform measure Proposition A — that contains a provision allowing the MTA to wipe out all prior taxi regulations.

Skeptics fear that the real target of the merger is Prop. K, the 1978 law that created the current driver permitting system, which requires taxi medallions that are owned by the city to be in every car. With the MTA in control, the door could be open to privatizing taxi medallions. These permits are currently leased by the city for a fee — $658 a year for most cabs — to longtime drivers, but a scheme to sell or transfer them could mean huge profits for the select group of drivers who now hold medallions, with a potentially high transfer fee kicked back to the city.

Reguutf8g San Francisco’s taxi industry involves ensuring cabs are being properly operated, with medallions held by legitimate drivers, and investigating various complaints. But the Taxi Commission barely has enough money to meet its mandate. Proponents of the merger say the MTA can bring more resources and professional attention to the industry. Mayor Gavin Newsom, who as a supervisor in 1998 pushed for formation of the Taxi Commission, has long supported the merger as a way to have all transportation housed in one agency.

“The benefit of merging is the MTA already regulates all surface transportation,” said Jordanna Thigpen, acting director of the Taxi Commission, who was appointed by Newsom after the Taxi Commission ousted Heidi Machen in 2006. “Most cities in the country do incorporate taxis into the common transportation agency.”

Currently, cab companies, medallion holders, and rank and file drivers essentially function as a feudal system, with the serfs driving San Franciscans around in vehicles usually owned by the lording cab companies and permitted by older drivers who hold the coveted medallions. There are only 1,500 of these permits, which are literally tin medallions that correspond to the numbers printed on the sides of cabs. They are owned and regulated by the city, and leased for life to drivers who wait years to move up the list.

Medallion holders make about $20,000 to $50,000 per year leasing their medallions to cab companies, which then charge drivers daily “gate fees” that are set by the city. Drivers pay an average of $96.50 per day to use a cab, but are allowed to pocket all their fares. Drivers usually clear about $150 a day, but that’s before paying gas, tolls, and tickets, and before even sometimes allegedly slipping bribes to dispatchers to get the best assignments. Drivers have no health insurance and are essentially treated as independent contractors.

Drivers have criticized the newly formed Taxi Advisory Group, which has made recommendations to the MTA and is likely to be expanded after the merger into a 15-member council, which would have only three drivers, but seven medallion holders and cab company representatives. Five members of the public would also be seated and their unanimous support would be required for a driver-led initiative or idea to trump the medallion and cab company bloc.

“We want a much greater and fairer representation on this Taxi Advisory Council,” said driver and United Taxicab Workers chair Bud Hazelkorn. “Without that, all the issues that we bring will not be heard.” Those issues include providing health care for drivers and creating a centralized dispatch system so fares are allocated more equitably. He pointed out that drivers are the only people in the system making all their income directly from fares. Everyone else in the industry gets slices from other pies.

And the existing provisions outlined by Prop. K may soon be a thing of the past.

Prop. A included language that allowed for the Taxi Commission merger and stated that once the MTA was in control, “Agency regulations shall thereafter supersede all previously adopted ordinances governing motor vehicles for hire that conflict with or duplicate such regulations.”

During the 2007 election season, this was interpreted by the UTW and Judge Quentin Kopp, a former supervisor who authored Prop. K, as possibly undermining the current medallion system. “The taxicabs CEOs have tried EIGHT times to undo Prop. K, failing each time as voters upheld this good government measure,” Kopp wrote in a paid ballot argument at the time. “Now encouraged by City Hall, Prop. A slips in a deceptive clause undoing 30 years of voter policy.”

Back in 2007, when seeking the Guardian‘s endorsement for Prop. A, Peskin told us, “I have met with the mayor. The mayor has no desire, as do I, to undermine Prop. K, and what we would do if we ever were to transfer the Taxi Commission to MTA, we would transfer upon the condition that they adhere to and embrace by regulation all of the previously voter approved ordinances, such as Prop. K. So I think we have it handled.”

Peskin said he reaffirmed that commitment in a letter, cosigned by Newsom, but neither office could locate a copy of that letter as of Guardian press time.

But at a Nov. 17 Government Audit and Oversight Committee meeting, Peskin asked MTA executive director Nathaniel Ford if it was his understanding that this merger was not to undermine Prop. K. “That is my understanding,” said Ford. “I think it is important to all stakeholders.”

Yet the interpretation is still correct. “The MTA will now have the authority to enact provisions that supersede Prop. K,” City Attorney’s Office spokesperson Matt Dorsey told the Guardian.

This past summer, the Taxi Commission established a Charter Reform Workgroup with a primary goal of reviewing Prop. K. The group is expected to meet for about six months with any recommendations subject to a citywide vote.

Although the workgroup has yet to release any specific statements regarding Prop. K, chairman Malcolm Heinecke believes it’s already making strides simply by opening up public discourse among citizens, companies, medallion holders, and drivers.

“One of the problems with the taxi industry and discussions of reform is that they are very insular,” said Heinecke, who is also an MTA board member. “I believe we have a balanced group of voices [in the group].”

Heinecke said he thinks varied stakeholders are essential because of broad dissatisfaction with Prop. K. “You hear everyone — both inside and outside the industry — bemoaning some aspect of Prop. K. It’s a system we’ve had in place for 30 years; rather than just say it’s bad and not do anything, [the goal of the workgroup] is to look at where we are and revise.”

While it may be true that no one is satisfied, that hardly means members of the factional workgroup agree on how exactly Prop. K should be changed. For some, the problem begins with issues of representation. Not everyone agrees with Heinecke that this is a “balanced group.” Of 12 members, there are just three drivers and three members of the public, with the rest representatives from the upper echelons of the industry.

Driver and UTW member Thomas George Williams pointed out that “companies and medallion holders often have the same interests — most companies are owned by medallion holders.”

Furthermore, Mark Gruberg, a UTW member, told us, “Everyone would say some things can and possibly should be done to improve provisions of Prop. K. But it’s one thing to work around the edges to reform a law and another thing to throw it out the window.”

He pointed out that one proposal before the workgroup would allow medallions to be sold for profit, something he said “would be a complete reversal of Prop. K.” If other cities are an example, medallions could fetch as much as $500,000 apiece, enough for the holder to retire handsomely. “People that have them would clean up at the expense of the next generation of cab drivers,” Gruberg said. “It would be a completely indefensible windfall.”

“This is public property, these medallions,” Hazelkorn said. “They could be misused as a pension, but that’s not a pension that applies to everyone.”

When questioned, Heinecke was vague about concrete changes the workgroup might instigate. “This is a delicate position for me because the whole purpose of the task force is to hear the views of all the stakeholders,” he said.

Taxi drivers, the serfs of the industry, do not have high hopes about the merger. “If the merger happens, the MTA [officials] will be able to do whatever they please,” Williams said. “Everyone knows MTA is always in need of money … they don’t care about drivers or improving industry, only their budget.”

Williams worries that, under the MTA, the commission will lease medallions to companies instead of individual drivers, which would “totally ruin the concept of Prop. K.” Gruberg agreed. He pointed out that some proposals mention levying a tax on the medallion transfers, a potential revenue source the MTA could be eyeing. “It’s a whole new ball game with MTA and if they’re so desperate for cash and they see the taxi industry as a cash cow, they might go for any scheme.”

MTA spokesperson Judson True told us, “We have no intention of looking to taxi revenue to supplement existing Muni operations.”

Judge Kopp said, “By itself that does not disturb Prop. K, but if that’s a fig leaf for some recommendation from this ersatz Charter Reform Workgroup, then it becomes ominous.” He said dressing the changes in a group with a pithy name like Charter Reform “is not reform, it’s subterfuge.”

And, he added, Prop. K doesn’t need reform as much as it needs enforcement. “They’ve been at this for 30 years. Their revisions are always to start to restore the pre-1978 conditions and enable them to treat these permits as personal possessions for sale.”

Peskin, with the approval of other members of the committee, calendared the full board hearing on the merger for a date after the MTA announces the result, expected sometime this week, of its national search for a director of taxi and accessible services. Solid leadership has been elusive: two years ago the Taxi Commission fired executive director Heidi Machen, reportedly for being too tough on cab companies. Machen was replaced by another Newsom appointee, Jordanna Thigpen, who said she has applied to stay on the job but doesn’t know if she’ll be selected.

When asked if the merger would unnecessarily stretch the MTA’s resources, Thigpen said, “On the one hand you could look at it that way. On the other hand, we’re so chronically understaffed. Trying to add staff is so complicated because we’re funded by the taxi industry.”

The taxi industry brings about $1.6 million in revenue to the city, mostly from fees paid by 1,500 medallion holders and about 7,000 drivers. However, “Fees do not currently meet the city’s cost recovery needs,” according to a Taxi Commission merger report. “Both Taxi Commission and Taxi Detail are understaffed and additional enforcement personnel are needed.”

MTA’s True said, “We expect some cost savings or at least increased efficiencies,” when asked how the merger will affect the MTA’s budget. “When it comes to changing Prop. K, raising fees, or adjusting how medallions are allocated,” True said, “I can’t say that it’s not on the table … In the last several months the focus has been on procedural issues. I think that policy questions will largely come post-merger.”

High-speed derailment?

6

train crash.jpg

By Steven T. Jones

After navigating a political gauntlet on the way to the momentous Nov. 4 voter approval of the California high-speed train project that he set in motion 14 years ago, you might think Quentin Kopp would savor a moment of conflict-free peace. You’d be wrong.

Instead, he decided to kick a hornet’s nest in his native San Francisco by voicing opposition to plans to bring the trains all the way into downtown San Francisco’s new Transbay Terminal – a proposed Grand Central Station-style multi-modal hub that would also include affordable housing and several towers, including the tallest one of the West Coast — suggesting the current Caltrain terminus at 4th and Townsend streets would do just fine.

In addition to raising issues of cost (almost $3 billion to tunnel the bullet trains that final 1.4 miles into downtown), Kopp also blasted Transbay Joint Powers Authority director Maria Ayerdi-Kaplan – a one-time protégé of Kopp’s old nemesis Willie Brown – for bungling the project and relying too heavily on Singer and Associates, the brash crisis communications firm now being sued for slandering and blaming the victims of the Christmas Day tiger attack at the SF Zoo.

The myriad San Francisco supporters of high-speed rail – from business community backers downtown to the alternative transportation geeks – are quietly scrambling to try to heal the rift and ensure that the trains reach Transbay, the terminus envisioned in the proposal approved by voters.

The future is on track

0

> steve@sfbg.com

On the day after the election, retired judge Quentin Kopp was finally able to exhale and enjoy his martini, even though there’s still much work to be done in the coming years creating a high-speed rail system for California.

"I feel relaxed for the first time since June," Kopp, the proud father of high-speed rail in the state, told the Guardian at the Thirsty Bear brewpub in San Francisco shortly after arriving to an enthusiastic ovation from the large crowd of project engineers and contractors who had gathered to celebrate on the night after the election.

Proposition 1A — the $10 billion bond measure that finally launches high-speed rail in California, the most expensive and ambitious public works project in state history — got the nod from about 5.4 million voters, or a too-close-for-comfort 52.3 percent of the total. Combined with federal, state, local, and private funding, the measure will finance the San Francisco-to-Anaheim segment of a system that is eventually planned to stretch from Sacramento to San Diego.

The previous few months had been an emotional roller coaster for Kopp and other high-speed rail supporters. "It was like The Perils of Pauline," said Kopp, who sponsored the project as a state legislator representing San Francisco in the mid-90s and now chairs the California High-Speed Rail Authority, the agency charged with building the project.

Last year, Kopp had to overcome the resistance from Gov. Arnold Schwarzenegger, who sought to delay the bond measure for a third straight year (see "The silver bullet train," 4/17/07). This year, Kopp had to fight through many setbacks, starting with Schwarzenegger-allied CHSRA board member David Crane’s insistence on the creation of a detailed business plan before the project could go before voters.

To incorporate that plan into the bond measure required new legislation, Assembly Bill 3034, which replaced the former Prop. 1 with the new Prop. 1A and included new fiscal standards. Meanwhile, the CHSRA in July voted to choose Pacheco Pass over Altamont Pass as the preferred Bay Area alignment, triggering controversy and a lawsuit (see "High-speed rail on track," 7/16/08).

Although high-speed rail still appeared to enjoy strong support in the California Legislature, AB 3034 was stalled by partisan bickering and appeared doomed to miss a key legislative deadline. Kopp and supportive legislators, mostly notably Assembly member Fiona Ma, managed to get the legislation through, only to again be stymied when Schwarzenegger announced he would sign no legislation until a budget was approved.

Kopp persuaded the governor to make an exception for AB 3034 and things started to look good, with the measure ready for voters and polling data showing a healthy margin of support. "Then the financial markets collapsed and we lost 10 points," Kopp recalled. That apparent voter anxiety over big-ticket expenditures was compounded by campaign fundraising drying up and newspapers in regions outside the initial project area urging readers to vote against the measure.

"From there, it was tight all the way," said Kopp, noting that by election night, "I didn’t think it would pass."

But on the positive side, the campaign against the measure was weak, particularly after the Howard Jarvis Taxpayers Association blew its wad in June on an ill-fated ballot measure which attacked eminent domain laws and rent control. The closeness of the poll numbers caused the thousands of contract employees who will work on the high-speed rail project to take active roles campaigning for Prop. 1A.

Peter Gertler, national transit director for HNTB Corp., the engineering firm working on the peninsula section of the project, helped organize his colleagues to hit the streets and phones. "We were very nervous. I didn’t go to bed until 4 a.m.," he told the Guardian. After doing street-level campaigning, Gertler said he learned, "Overwhelmingly, everyone thinks this is a good idea."

Gertler said voters in California approved almost all the public transit measures on the ballot, signaling a new recognition of its importance: "Something fundamentally has changed."

He said the combination of high land values and the narrow corridor on the peninsula will present challenges in getting the section up and running — challenges that abound through the project area — but they’re confident in the project’s ultimate success.

"There are always going to be problems. This is the largest project in the history of the state," Kopp said. "The hard work is just beginning. But this was a foundational step."

The bond sales will likely be delayed by the current turmoil in the financial markets, but Kopp expects to get $50 million in the next state budget to complete the engineering work on the project. Construction could begin as soon as late 2010 and be completed in 2018, with some segments ready even earlier. The segment between San Francisco and San Jose could be operational by 2015, allowing trains to travel at speeds of up to 150 mph and complete the trip in just 30 minutes.

"It’ll come in pieces, but at some point it’ll really come together," said Brent Ogden, vice president of AECOM Transportation, one of the project’s contractors, who is working on the regional rail connection over Altamont Pass. While not part of the main project, for which Prop. 1A set aside $9 billion, the Altamont connection is eligible for part of the $1 billion in the measure earmarked for regional connections.

"The first job for the Altamont is figuring out what it’s going to be," Ogden said, adding that it could upgrade existing Altamont Commuter Express Rail lines and come on line even before the larger project.

Even if California and the rest of the country are in for a prolonged economic recession or even a depression, Kopp said the project would still likely move forward, noting that all the great public works projects — from the Golden Gate Bridge to the Hoover Dam — were built during the Great Depression and helped to revive the economy by creating jobs and stimuutf8g economic activity.

"We need projects," Kopp said. "We need to rebuild and expand the infrastructure of America."


HIGH-SPEED RAIL FACTS AND FIGURES


<\!s>About 230 trains per week will travel between Transbay Terminal in San Francisco (where there will be about 9 million annual boardings) and Los Angeles’ Union Station (about 10.8 million boardings). Trains will reach 220 mph and the trip will take two hours and 38 minutes.

<\!s>Fares will be about half that of air travel and generate about $2.4 billion in revenue to cover $1.3 billion in costs by 2030, thus generating about $1.1 billion in annual profits for the state once the project is paid for.

<\!s>The project will generate about 160,000 construction jobs and is projected to create 450,000 permanent jobs by 2035, including those indirectly created by the project.

<\!s>Even if there are unforeseen problems obtaining the full $33 billion in funding for the project, Prop. 1A could be a major boon for the Bay Area, funding improvements in Caltrain’s peninsula corridor and possibly a new rail line over the Altamont Pass.

<\!s>"The high-speed train system will reduce California’s dependence on fossil fuels and foreign oil — a reduction of 12 billion pounds of CO2 and 12.7 million barrels of oil per year by 2030."

<\!s>"High-speed trains will alleviate the need to build — at a cost of nearly $100 billion — about 3,000 miles of new freeway plus five airport runways and 90 departure gates over the next two decades."

Source: California High-Speed Train Business Plan

The people’s election

0

› news@sfbg.com

By midnight Nov. 4, the drama was long over: John McCain had conceded, Barack Obama had delivered his moving victory speech — declaring that “change has come to America” — and the long national nightmare of the Bush years was officially headed for the history books.

But in San Francisco, the party was just getting started.

Outside of Kilowatt, on 16th Street near Guerrero, the crowd of celebrants was dancing to the sounds of a street drummer. In the Castro District, a huge crowd was cheering and chanting Obama’s name. And on Valencia and 19th streets, a spontaneous outpouring of energy filled the intersection. Two police officers stood by watching, and when a reporter asked one if he was planning to try to shut down the celebration and clear the streets, he smiled. “Not now,” he said. “Not now.”

Then, out of nowhere, the crowd began to sing: O say can you see /By the dawn’s early light …

It was a stunning moment, as dramatic as anything we’ve seen in this city in years. In perhaps the most liberal, counterculture section of the nation’s most liberal, counterculture city, young people by the hundreds were proudly singing The Star Spangled Banner. “For the first time in my life,” one crooner announced, “I feel proud to be an American.”

Take that, Fox News. Take that Sean Hannity and Rush Limbaugh and Sarah Palin and the rest of the right-wing bigots who have tried to claim this country for themselves. On Nov. 4, 2008, progressives showed the world that we’re real Americans, too, proud of a country that has learned from its mistakes and corrected its course.

President Obama will let us down soon enough; he almost has to. The task at hand is so daunting, and our collective hopes are so high, that it’s hard to see how anyone could succeed without a few mistakes. In fact, Obama already admitted he won’t be “a perfect president.” And when you get past the rhetoric and the rock star excitement, he’s taken some pretty conservative positions on many of the big issues, from promoting “clean coal” and nuclear power to escautf8g the war in Afghanistan.

But make no mistake about it: electing Barack Obama was a progressive victory. Although he never followed the entire progressive line in his policy positions, he was, and is, the creature of a strong progressive movement that can rightly claim him as its standard-bearer. He was the candidate backed from the beginning by progressives like Supervisors Chris Daly and Ross Mirkarimi (a Green). And only after his improbable nomination did moderates like Mayor Gavin Newsom and Sen. Dianne Feinstein jump on the bandwagon.

From the start, the young, activist, left wing of the Democratic Party was the driving force behind the Obama revolution. And while he has always talked to the Washington bigwigs — and will populate his administration with many of them — he would never have won without the rest of us. And that’s a fact of political life it will be hard for him to ignore, particularly if we don’t let him forget it.

For a few generations of Americans — everyone who turned 18 after 1964 — this was the first presidential election we’ve been able to get truly excited about. It was also the first presidential election that was won, to a significant extent, on the Internet, where progressive sites like dailykos.com raised millions of dollars, generated a small army of ground troops, and drove turnout in both the primaries and the general election. The movement that was built behind Obama can become a profound and powerful force in American politics.

So this was, by any reasonable measure, the People’s Election. And now it’s the job of the people to keep that hope — and that movement — alive, even when its standard-bearer doesn’t always live up to our dreams.

The evidence that this was the People’s Election wasn’t just at the national level. It showed up in the results of the San Francisco elections as well.

This was the election that would demonstrate, for the first time since the return of district elections, whether a concerted, well-funded downtown campaign could trump a progressive grassroots organizing effort. Sure, in 2000, downtown and then-Mayor Willie Brown had their candidates, and the progressives beat them in nearly every race. But that was a time when the mayor’s popularity was in the tank, and San Franciscans of all political stripes were furious at the corruption in City Hall.

“In 2000, I think a third of the votes that the left got came from Republicans,” GOP consultant Chris Bowman, who was only partially joking, told us on election night.

This time around, with the class of 2000 termed out, a popular mayor in office and poll numbers and conventional wisdom both arguing that San Franciscans weren’t happy with the current Board of Supervisors (particularly with some of its members, most notably Chris Daly), many observers believed that a powerful big-money campaign backing some likable supervisorial candidates (with little political baggage) could dislodge the progressive majority.

As late as the week before the election, polls showed that the three swings districts — 1, 3, and 11 — were too close to call, and that in District 1, Chamber of Commerce executive Sue Lee could be heading for a victory over progressive school board member Eric Mar.

And boy, did downtown try. The big business leaders, through groups including the Committee on Jobs, the Chamber, the Association of Realtors, Plan C, the newly-formed Coalition for Responsible Growth, and the Building Owners and Managers Association, poured more than $630,000 into independent expenditures smearing progressive candidates and promoting the downtown choices. Newsom campaigned with Joe Alioto, Jr. in District 3 and Ahsha Safai in District 11. Television ads sought to link Mar, John Avalos, and David Chiu with Daly.

Although the supervisors have no role in running the schools, the Republicans and downtown pushed hard to use a measure aimed at restoring JROTC to the city’s high schools as a wedge against the progressives in the three swing districts. They also went to great lengths — even misstating the candidates’ positions — to tar Mar, Chiu, and Avalos with supporting the legalization of prostitution.

And it didn’t work.

When the votes were counted election night, it became clear that two of the three progressives — Avalos and Chiu — were headed for decisive victories. And Mar was far enough ahead that it appeared he would emerge on top.

How did that happen? Old-fashioned shoe leather. The three campaigns worked the streets hard, knocking on doors, distributing literature, and phone banking.

“I’ve been feeling pretty confident for a week,” Avalos told us election night, noting his campaign’s strong field operation. As he knocked on doors, Avalos came to understand that downtown’s attacks were ineffective: “No one bought their horseshit.”

A few weeks earlier, he hadn’t been so confident. Avalos said that Safai ran a strong, well-funded campaign and personally knocked on lots of doors in the district. But ultimately, Avalos was the candidate with the deepest roots in the district and the longest history of progressive political activism.

“This is really about our neighborhood,” Avalos told us at his election night party at Club Bottom’s Up in the Excelsior District. “It was the people in this room that really turned it around.”

The San Francisco Labor Council and the tenants’ movement also put dozens of organizers on the ground, stepping up particularly strongly as the seemingly coordinated downtown attacks persisted. “It was, quite literally, money against people, and the people won,” Labor Council director Tim Paulson told us.

Robert Haaland, a staffer with the Service Employees International Union and one of the architects of the campaign, put it more colorfully: “We ran the fucking table,” he told us election night. “It’s amazing — we were up against the biggest downtown blitz since district elections.”

The evidence suggests that this election was no anomaly: the progressive movement has taken firm hold in San Francisco, despite the tendency of the old power-brokers — from Newsom to downtown to both of the city’s corporate-owned daily newspapers — to try to marginalize it.

Political analyst David Latterman of Fall Line Analytics began the Nov. 5 presentation at the San Francisco Planning and Urban Research Association election wrap-up by displaying an ideologically-coded map of San Francisco, drawing off of data from the Progressive Voter Index that he developed with San Francisco State University political science professor Rich de Leon. The PVI is based on how San Francisco residents in different parts of the city vote on bellwether candidates and ballot measures.

“Several of the districts in San Francisco discernibly moved to the left over the last four to eight years,” Latterman told the large crowd, which was made up of many of San Francisco’s top political professionals.

The two supervisorial districts that have moved most strongly toward the progressive column in recent years were Districts 1 (the Richmond) and 11 (the Excelsior), which just happened to be two of the three swing districts (the other being District 3–North Beach and Chinatown) that were to decide the balance of power on the Board of Supervisors this election.

Latterman said Districts “1, 3, and 11 went straight progressive, and that’s just the way it is.”

In fact, in many ways, he said this was a status-quo election, with San Francisco validating the progressive-leaning board. “A lot of people in the city didn’t see it as a chance for a drastic change citywide.”

In other words, keeping progressives in City Hall has become a mainstream choice. Whatever downtown’s propaganda tried to say, most San Franciscans are happy with a district-elected board that has brought the city a living-wage law and moved it a step toward universal health insurance.

The fate of the local ballot measures was another indication that Newsom, popular as he might be, has little ability to convince the voters to accept his policy agenda.

Voters rejected efforts by Newsom to consolidate his power, rejecting his supervisorial candidates, his Community Justice Center (as presented in Measure L), and his proposed takeover of the Transportation Authority (soundly defeating Proposition P) while approving measures he opposed, including Propositions M (protecting tenants from harassment) and T (Daly’s guarantee of substance abuse treatment on demand).

Asked about it at a post-election press conference, Newsom tried to put a positive spin on the night. “Prop. A won, and I spent three years of my life on it,” he said. “Prop B. was defeated. Prop. O, I put on the ballot. I think it’s pretty small when you look at the totality of the ballot.” He pointed out that his two appointees — Carmen Chu in District 4 and Sean Elsbernd in District 7 — won handily but made no mention of his support for losing candidates Lee, Alicia Wang, Alioto, Claudine Cheng, and Safai.

“You’ve chosen two as opposed to the totality,” Newsom said of Props. L and P. “Prop. K needed to be defeated. Prop. B needed to be defeated.”

Yet Newsom personally did as little to defeat those measures as he did to support the measures he tried to claim credit for: Measures A (the General Hospital rebuild bond, which everyone supported) and revenue-producing Measures N, O, and Q. In fact, many labor and progressives leaders privately grumbled about Newsom’s absence during the campaign.

Prop. K, which would have decriminalized prostitution, was placed on the ballot by a libertarian-led signature gathering effort, not by the progressive movement. And Prop. B, the affordable housing set-aside measure sponsored by Daly, was only narrowly defeated — after a last-minute attack funded by the landlords.

All three revenue-producing measures won by wide margins. Prop. Q, the payroll tax measure, passed by one of the widest margins — 67-33.

Latterman and Alex Clemens, owner of Barbary Coast Consulting and the SF Usual Suspects Web site, were asked whether downtown might seek to repeal district elections, and both said it didn’t really matter because people seem to support the system. “I can’t imagine, short of a tragedy, district elections going anywhere,” Latterman said.

Clemens said that while downtown’s polling showed that people largely disapprove of the Board of Supervisors — just as they do most legislative bodies — people generally like their district supervisor (a reality supported by the fact that all the incumbents were reelected by sizable margins).

“It ain’t a Board of Supervisors, it is 11 supervisors,” Clemens said, noting how informed and sophisticated the San Francisco electorate is compared to many other cities. “When you try to do a broad-based attack, you frequently end up on the wrong end (of the election outcome).”

We had a bittersweet feeling watching the scene in the Castro on election night. While thousands swarmed into the streets to celebrate Obama’s election, there was no avoiding the fact that the civil-rights movement that has such deep roots in that neighborhood was facing a serious setback.

The Castro was where the late Sup. Harvey Milk started his ground-breaking campaign to stop the anti-gay Briggs Initiative in 1978. Defying the advice of the leaders of the Democratic Party, Milk took on Briggs directly, debating him all over the state and arguing against the measure that would have barred gay and lesbian people from teaching in California’s public schools.

The defeat of the Briggs Initiative was a turning point for the queer movement — and the defeat of Prop. 8, which seeks to outlaw same-sex marriage, should have been another. Just as California was the most epic battle in a nationwide campaign by right-wing bigots 30 years ago, anti-gay marriage measures have been on the ballot all over America. And if California could have rejected that tide, it might have taken the wind out of the effort.

But that wasn’t to be. Although pre-election polls showed Prop. 8 narrowly losing, it was clear by the end of election night that it was headed for victory.

Part of the reason: two religious groups, the Catholics and the Mormons, raised and spent some $25 million to pass the measure. Church-based groups mobilized a reported 100,000 grassroots volunteers to knock on doors throughout California. Yes on 8 volunteers were as visible in cities throughout California as the No on 8 volunteers were on the streets of San Francisco, presenting a popular front that the No on 8 campaign’s $35 million in spending just couldn’t counter — particularly with so many progressive activists, who otherwise would have been walking precincts to defeat Prop. 8, fanned out across the country campaigning for Obama.

“While we knew the odds for success were not with us, we believed Californians could be the first in the nation to defeat the injustice of discriminatory measures like Proposition 8,” a statement on the No on Prop. 8 Web site said. “And while victory is not ours this day, we know that because of the work done here, freedom, fairness, and equality will be ours someday. Just look at how far we have come in a few decades.”

San Francisco City Attorney Dennis Herrera, joined by Los Angeles City Attorney Rocky Delgadillo and Santa Clara County Counsel Ann C. Raven, filed a legal challenge to Prop. 8, arguing that a ballot initiative can’t be used to take away fundamental constitutional rights.

“Such a sweeping redefinition of equal protection would require a constitutional revision rather than a mere amendment,” the petition argued.

“The issue before the court today is of far greater consequence than marriage equality alone,” Herrera said. “Equal protection of the laws is not merely the cornerstone of the California Constitution, it is what separates constitutional democracy from mob rule tyranny. If allowed to stand, Prop. 8 so devastates the principle of equal protection that it endangers the fundamental rights of any potential electoral minority — even for protected classes based on race, religion, national origin, and gender.”

That may succeed. In fact, the state Supreme Court made quite clear in its analysis legalizing same-sex marriage that this was a matter of fundamental rights: “Although defendants maintain that this court has an obligation to defer to the statutory definition of marriage contained in [state law] because that statute — having been adopted through the initiative process — represents the expression of the ‘people’s will,’ this argument fails to take into account the very basic point that the provisions of the California Constitution itself constitute the ultimate expression of the people’s will, and that the fundamental rights embodied within that Constitution for the protection of all persons represent restraints that the people themselves have imposed upon the statutory enactments that may be adopted either by their elected representatives or by the voters through the initiative process.

As the United States Supreme Court explained in West Virginia State Board of Education vs. Barnette (1943) 319 U.S. 624, 638: ‘The very purpose of a Bill of Rights was to withdraw certain subjects from the vicissitudes of political controversy, to place them beyond the reach of majorities and officials and to establish them as legal principles to be applied by the courts. One’s right to life, liberty, and property, to free speech, a free press, freedom of worship and assembly, and other fundamental rights may not be submitted to vote; they depend on the outcome of no elections.'”

As Board of Supervisors President Aaron Peskin told the Guardian later that week: “Luckily, we have an independent judiciary, because the voters of California have mistakenly taken away a class of civil rights.”

But if that legal case fails, this will probably wind up on the state ballot again. And the next campaign will have to be different.

There already have been many discussions about what the No on 8 campaign did wrong and right, but it’s clear that the queer movement needs to reach out to African Americans, particularly black churches. African Americans voted heavily in favor of Prop. 8, and ministers in many congregations preached in favor of the measure.

But there are plenty of black religious leaders who took the other side. In San Francisco the Rev. Amos Brown, who leads the Third Baptist Church, one of the city’s largest African American congregations, spoke powerfully from the pulpit about the connections between the civil rights struggles of the 1960s and the fight for same-sex marriage.

The next time this is on the ballot, progressive and queer leaders will need to build a more broad-based movement. That is not only possible, but almost inevitable.

The good news — and it’s very good news — is that (as Newsom famously proclaimed) same-sex marriage is coming, whether opponents like it or not. That’s because the demographics can’t be denied: the vast majority of voters under 30 support same-sex marriage. This train is going in only one direction, and the last remaining issue is how, and when, to make the next political move.

The progressives didn’t win everything in San Francisco. Proposition H, the Clean Energy Act, was taken down by one of the most high-priced and misleading campaigns in the city’s history. Pacific Gas and Electric Co. spent more than $10 million telling lies about Prop. H, and with the daily newspapers virtually ignoring the measure and never challenging the utility’s claims, the measure went down.

“This was a big, big, big money race,” Latterman said. “In San Francisco, you spend $10 million and you’re going to beat just about anything.”

But activists aren’t giving up on pushing the city in the direction of more renewable energy (see Editorial).

Latterman said the narrow passage of Prop. V, which asked the school board to consider reinstating JROTC, wasn’t really a victory. “I would not call this a mandate. I worked with the campaign, and they weren’t looking for 53 percent. They were looking for 60-plus percent,” Latterman said. “I think you’ll see this issue just go away.”

Neither Latterman nor Clemens would speculate on who the next president of the Board of Supervisors will be, noting that there are just too many variables and options, including the possibility that a newly elected supervisor could seek that position.

At this point the obvious front-runner is Ross Mirkarimi, who not only won re-election but received more votes than any other candidate in any district. Based on results at press time, more than 23,000 people voted for Mirkarimi; Sean Elsbernd, who also had two opponents, received only about 19,000.

Mirkarimi worked hard to get Avalos, Chiu, and Mar elected, sending his own volunteers off to those districts. And with four new progressives elected to the board, joining Mirkarimi and veteran progressive Chris Daly, the progressives ought to retain the top job.

Daly tells us he won’t be a candidate — but he and Mirkarimi are not exactly close, and Daly will probably back someone else — possibly one of the newly elected supervisors.

“It’s going to be the most fascinating election that none of us will participate in,” Clemens said.

The danger, of course, is that the progressives will be unable to agree on a candidate — and a more moderate supervisor will wind up controlling committee appointments and the board agenda.

One of the most important elements of this election — and one that isn’t being discussed much — is the passage of three revenue-generating measures. Voters easily approved a higher real-estate transfer tax and a measure that closed a loophole allowing law firms and other partnerships to avoid the payroll tax. Progressives have tried to raise the transfer tax several times in the past, and have lost hard-fought campaigns.

That may mean that the anti-tax sentiment in the city has been eclipsed by the reality of the city’s devastating budget problems. And while Newsom didn’t do much to push the new tax measures, they will make his life much easier: the cuts the city will face won’t be as deep thanks to the additional $50 million or so in revenue.

It will still be a tough year for the new board. The mayor will push for cuts that the unions who supported the newly elected progressives will resist. A pivotal battle over the city’s future — the eastern neighborhoods rezoning plan — will come before the new board in the spring, when the recent arrivals will barely have had time to move into their offices.

Obama, of course, will face an even tougher spring. But progressives can at least face the future knowing that not only could it have been a lot worse; for once things might be about to get much better.

Amanda Witherell and Sarah Phelan contributed to this report.

Family act

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District 3 supervisorial candidate Joe Alioto Jr., 36, has stated repeatedly on the campaign trail that he is not running on his family’s name.

But his lack of policy or political experience, combined with his campaign’s close ties to his sister, District 2 Sup. Michela Alioto-Pier — the most conservative and reactionary member of the Board of Supervisors — has progressives fearing he’ll be even more hostile to their values than his sister if he is elected this fall.

Records show that Alioto-Pier, 40, who was appointed by Mayor Gavin Newsom in 2004, consistently votes against the interests of tenants, workers and low-income folks. She recently sponsored legislation that passes increased water and sewer rates along to tenants. In the past, she has voted against relocation money for no-fault evictions and against limits on condominium conversions. And that’s just her record on tenants’ rights.

"Michela makes Sup. Sean Elsbernd look like a progressive," said Board President Aaron Peskin, who is termed out as D3 supervisor and has endorsed David Chiu as his preferred candidate to represent this diverse district, which encompasses Chinatown, North Beach, Fisherman’s Wharf and Telegraph Hill.

Alioto, who bought a $1.3 million Telegraph Hill condominium in 2004, has said in debates that he was proud to serve on the Telegraph Hill Dwellers Board for three years, citing his alleged involvement in stopping the Mills Corporation’s development at Piers 27 and 31, improving the Broadway corridor, and working on neighborhood parks.

But a former THD Board member says Alioto’s claims are wildly overstated.

"He did not achieve anything in North Beach as a board member," our source said. "His attendance was poor, he lacked leadership, and when he was asked to head a Broadway corridor subcommittee to tackle the Saturday night issue, he said no, he was too busy. He was on the opposite side of all our policies and goals. There were even questions whether he was residing in the district, when he house-sat for his parents in the East Bay."

In a March 2006 e-mail to THD members, Alioto acknowledges that he and his wife had indeed been house-sitting in the East Bay for months while his parents were in Italy. "Of course, I have never intended to stay in the East Bay, my being there for simply a temporary period," Alioto wrote, referring to the Supreme Court’s definition of residency, which he said he "relied on to continue to contribute to THD activities."

THD board members aren’t the only ones accusing Alioto of stretching the truth.

The Sierra Club’s John Rizzo is irate over the use of the club’s name in a recent Alioto campaign mailer in which Alioto claims that he helped create the San Francisco Climate Challenge "in collaboration with the Sierra Club and DF Environment."

"What he says is highly misleading," Rizzo told the Guardian. "It makes it sound like an ongoing effort he cofounded with the Sierra Club, but it was a one-time effort that, while worthwhile, only lasted a month and is over and done with."

Rizzo further noted that Alioto did not complete or return the Sierra Club’s candidate questionnaire, as is requested of candidates seeking the club’s political endorsement. Alioto also has ruffled feathers by claiming that he prosecuted criminal cases while working in the Alameda County District Attorney’s office in 1999.

Alameda County Senior Deputy District Attorney Kevin Dunleavy told the Guardian that Alioto was, in fact, "a summer intern, a student law clerk working under supervision" in 1999. "He got to prosecute a few cases under our supervision, including a misdemeanor jury trial, but he never worked as an actual deputy DA," Dunleavy said.

But Alioto’s alleged distortions have tenants’ rights advocates like Ted Gullicksen of the San Francisco Tenants Union wondering if Alioto will preserve rent control and try to abolish the Ellis Act, as he has promised on the campaign trail. Alioto never completed a Tenants Union candidate endorsement questionnaire, and has a massive amount of financial backing from the same downtown real estate and business interests that support his anti-tenant sister, Alioto-Pier.

Campaign disclosures show that Alioto’s campaign consultant, Stephanie Roumeliotes, led the Committee to Reelect Michela Alioto-Pier in 2006. Roumeliotes is also working on two other political campaigns this fall: No on B, which opposes the affordable housing set-aside, and Yes on P, which supports giving Mayor Newsom even greater control of how transportation funds are allocated and spent, and which even Alioto-Pier joined the Board of Supervisors in unanimously opposing.

Public records show that the Alioto siblings have 160 of the same campaign contributors. These include Gap founder Donald Fisher, wealthy socialite Dede Wilsey, and Nathan Nayman, former executive director of the Committee on Jobs, a downtown political action committee funneling big money into preferred candidates like Alioto.

All of which has progressives worrying that Alioto and his sister could become the Donny and Marie Osmond tag team for the same Republican downtown interests that are seeking to overturn the city’s universal health care and municipal identity card programs.

Talking by phone last week after months of stonewalling the Guardian’s requests for an interview, Alioto told us that he admires his sister very much, but that does not mean he shares her beliefs. "She has been through more in her relatively short life than most of us, and she does a great job representing her district," Alioto said. "But we are not the same people. Just because we are siblings does not mean we think the same."

Noting that, unlike his sister, he supports Proposition M, (which would protect tenants from landlord harassment), Alioto said, "If Michela ever proposed legislation that I thought was bad for the district and city, I’d vote against it."

Asked why he opposes the affordable housing measure Prop. B, Alioto told us that he doesn’t think that "locking away any more of our money helps … but I support affordable housing for low-income folks, including rental units, and we need more middle-income housing for police officers, firefighters, nurses and teachers."

As for his endorsement by the rabidly anti-rent control SF Small Property Owners, Alioto said, "I think people are supporting me because I’d be fair and reasonable."

Alioto, who attended Boalt Hall School of Law at UC Berkeley and works as an antitrust lawyer at the Alioto Law Firm with brother-in-law Tom Pier, insists that he never claimed he’d been a deputy DA, "but I have a proven record of being interested in putting criminals behind bars."

Noting that he supports the property tax measures on the ballot, "notwithstanding the fact that some real estate interests supporting my campaign are opposed," Alioto further claimed that estimates that a third of his campaign money is from real estate interests are "severely overblown."

"I think they must have been including architects," he told us.

Asked about the Golden Gate Restaurant Association’s lawsuit against the city’s universal health care ordinance, Alioto said he supports Healthy San Francisco, "but I am concerned a little about putting the burden on small business."

Claiming that he supports the mayor’s community justice center as well as "funding for whatever programs it diverts people to," Alioto talked about kick-starting the economy in blighted areas by creating jobs and incentives for small businesses in those districts. Alioto, who just saw the San Francisco Small Business Advocates kick down $9,500 in support of his campaign, also said he wants to increase the number of entertainment permits, add a movie theater, and decrease parking fees in Chinatown.

"And I support the [Chinatown] night markets," Alioto said, referring to a pet project of Pius Lee, whose Chinatown neighborhood association was found, during a 2006 audit instigated by Peskin, to have received excess city funds and allowed unlicensed merchants to participate in the markets.

But Lee is evidently now in good standing with Alioto and Mayor Gavin Newsom, since he accompanied both on a recent walkabout to boost Alioto’s standing with Chinatown merchants. And Alioto’s election is apparently very important to Newsom, given that the first public appearance the mayor made after returning from his African honeymoon was on behalf of Alioto’s campaign.

All of which seems to confirm progressives’ worst fears that Alioto, just like his sister before him, will become yet another Newsom call-up vote on the board. Three ethics complaints were filed against the Alioto campaign this week, and his detractors say he has a long history of questionable behavior, going back to 1996 when he had a severe ethical lapse while working on his sister’s campaign for Congress.

According to a July 27, 1996 Chronicle article, Alioto, who was then his sister’s campaign adviser, and their cousin, college student Steve Cannata, admitted they conspired to intercept the campaign material of Michela’s congressional opponent, Frank Riggs.

"If Miss Alioto tolerates this sort of deceit in her campaign, it is frightening to imagine how she would behave if ever elected," Riggs wrote at the time. Alioto-Pier lost that race. But if her brother wins this November, can progressives help but be a little frightened to imagine just how the Alioto siblings might behave?

As one observer who preferred to remain anonymous told us, "Alioto may be all Joe Personality on the campaign trail, and have the same photogenic smile as his sister, but in reality, he is a fraud."

The stealth candidate

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Ahsha Safai is hoping to be elected to the Board of Supervisors without answering questions about his padded political resume of short-lived patronage jobs, greatly exaggerated claims of his accomplishments, history as a predatory real estate speculator, connections to and coordination with downtown power brokers, shifting and contradictory policy positions, or the many other distortions this political neophyte is offering up to voters in District 11, a crucial swing district that could decide the balance of power in city government.

Safai has refused numerous requests for interviews with the Guardian over the last two months. We’ve even left messages with specific concerns about his record and positions. But our investigation reveals his close political ties to the downtown interest groups that have spent close to $100,000 on his behalf and shows him to be a shameless opportunist who is apparently willing to say anything to achieve power.

There’s much we don’t know about Ahsha Safai, but there’s enough we do know for a consistent yet troubling portrait to emerge.

Safai moved to San Francisco from Washington, DC with his lawyer wife in 2000, and immediately began to ingratiate himself into the mainstream Democratic Party power structure, starting as a legislative liaison with the corruption-plagued San Francisco Housing Authority and joining Gavin Newsom’s mayoral campaign in 2003.

Safai became a protégé of Newsom’s field director Alex Tourk, who was a top Newsom strategist for several years until he abruptly resigned after learning that Newsom had an affair with his wife. With support from Tourk (who didn’t respond to our calls about Safai) and Newsom, Safai held a string of city jobs over the next three years, moving from the Mayor’s Office of Community Development to the Mayor’s Office of Neighborhood Services to the Department of Public Works, all of which he touts on his Web ite, greatly exaggerating (and in some cases, outright misrepresenting) his accomplishments in each, according to those who worked with him. (Few sources who worked with Safai would speak on the record, fearing repercussions from Newsom).

THE CONNECT DISASTER


One project Safai doesn’t mention on his Web site is his work spearheading Community Connect, the most disastrous of Newsom’s SF Connect programs. "It’s the one Connect that the mayor will never talk about," said Quentin Mecke, who participated in the effort, on behalf of nonprofit groups, to create a community policing system. "The whole thing just devolved into chaos and there weren’t any more meetings."

In 2005, Safai and Tourk convened meetings in each of the city’s police precincts to take testimony on rising violence and the failure of the San Francisco Police Department to deal with it. Ultimately Newsom decided to reject a community-policing plan developed through the process by the African-American Police Community Relations Board. That set up the Board of Supervisors to successfully override a mayoral veto of police foot patrols.

"Ahsha’s approach was consistent with the Newsom administration, with folks that talk a good game but there’s no substance behind it," said Mecke, who ran for mayor last year, placing second.

Another realm in which Safai has claimed undeserved credit is on his efforts to save St. Luke’s Hospital from attempts by the California Pacific Medical Center (and CPMC’s parent company, Sutter Health) to close it or scale back its role as an acute care provider for low income San Franciscans.

"When I looked at his campaign material and he says he was a leader who saved St. Luke’s, I thought, ‘Am I missing something here?," Roma Guy, a 12-year member of the city’s Health Commission and leader in the effort to save St. Luke’s, told the Guardian. "Nobody thinks Ahsha has taken a leadership role on this. This is a significant exaggeration from where I sit."

Nato Green, who represents nurses at St. Luke’s within the California Nurses Association, went even further than Guy, saying he was worried about Safai’s late arrival to the issue (Safai wasn’t part of the group that protested, organized, and urged CPMC to agree to rebuild the hospital) and the fact that CPMC appointed Safai to its Community Outreach Task Force as the representative from Distrist 11.

"From our point of view, he is the CPMC’s AstroTurf program, simuutf8g community participation," Green told us. "It’s critical to us that we end up with a supervisor who is independent of CPMC and will go to the mat for what the community needs."

CNA has endorsed Avalos in the District 11 race.

"John was the only candidate in District 11 who came out and spoke at the hearings, attended the vigils, and walked the picket line during the strikes," Green said.


REAL ESTATE SPECULATION


Beyond his association with downtown power brokers and endorsement by Newsom, there are other indicators that Safai is hostile to progressive values. He said in a recent televised forum that he would work most closely with supervisors Carmen Chu, Sean Elsbernd, and Michela Alioto-Pier, the three most conservative members of the Board of Supervisors.

During an Oct. 14 Avalos fundraiser hosted by sustainable transportation advocates Dave Snyder, Tom Radulovich, and Leah Shahum, attendees expressed frustration at Safai’s tendency to pander to groups like the San Francisco Bicycle Coalition, taking whatever position he thinks they want to hear without considering their implications or consistency with his other stands.

"It was a no-brainer for the Bike Coalition to endorse John," Shahum, SFBC’s executive director, said at the event, noting Avalos’ long history of support for alternatives to the automobile.

Avalos, who had been hammered all week by mailers and robocalls from downtown groups supporting Safai, said he was frustrated by the barrage but that "we can fight the money with people.

"Ahsha has done everything he can to blur the lines about what he stands for," Avalos said. "Whoever he’s talking to, that’s who he’s going to be. But we need principled leadership in San Francisco."

One area where Safai doesn’t appear to be proud of his work is in real estate, opting to be identified on voting materials as a "nonprofit education advisor." One of his opponents, Julio Ramos, formally challenged the designation, writing to the Election Department that the label "would mislead voters and is not factually accurate, the term ‘businessman’ or ‘investor’ denotes the true livelihood of candidate Safai."

Safai responded by defending the title and writing, "My dates of employment at Mission Language Vocational School were from August 2007 through February 2008." So, because of his seven-month stint at this nonprofit, voters will see Safai as someone who works in education, even though his financial disclosure forms show that most of his six-figure income comes from Blankshore LLC, a Los Altos-based developer currently building a large condo project at 2189 Bayshore Blvd. that is worth more than $1 million. (That’s the top value bracket listed on the form, so we don’t know how many millions the project is actually worth or how much more than $100,000 Safai earned this year).

But we do know from city records that Safai has personally bought at least three properties during his short stint in San Francisco, including one at 78 Latona Street that he flipped for a huge profit after buying it from a woman facing foreclosure, who then sued Safai for fraud.

The woman, Mary McDowell, alleged in court documents that real estate broker Harold Smith, "unsolicited, came to plaintiff’s residence and offered assistance to her because her homes were in foreclosure … [and said] she would receive sufficient money after sales commissions to reinstate the loans on the four other properties."

The legal complaint said Smith then modified those terms to pay McDowell less than promised and arranged to sell the home to Safai and his brother, Reza. "Plaintiff is informed and believes and thereon alleges that defendants did not promptly list her residence on the multiple listing service to avoid larger offers on the home and conspired with the other defendants to purchase the home at a far less than market price," reads the complaint.

The case was originally set for jury trial, indicating it had some merit. But after numerous pleadings and procedural actions that resulted in the plaintiff’s attorney being sanctioned for failing to meet certain court deadlines and demands, the case was dismissed.
But whatever the merit to the case, records on file with the county assessor and recorder show that Safai and his brother flipped the property for a tidy profit. They paid $365,500 for the place in December 2003 — and sold it two year later, in December 2005, for $800,000.
Labor activist Robert Haaland told us that Safai can’t be trusted to support rent control or the rights of workers or tenants: "At the end of the day, he’s a real estate speculator."

Anniversary Issue: Beyond the automobile

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More:

Download the the transportation roundtable discussion (DivShare)

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

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

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

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

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

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

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

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

 

TRANSIT AND BIKES

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

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

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

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

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

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

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

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

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

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

 

IT’S GOOD FOR YOU

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

 

Anniversary Issue: Just Food Nation

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Two gardens, both erupting with a rich array of flowers, herbs, and veggies, offer a scrumptious glimpse into the promises and challenges of San Francisco’s food future.

One, a sparkling emerald Victory Garden, opened to much acclaim in front of City Hall this September to foreground America’s first Slow Food Nation gala. It’s an aromatic display of planter boxes boasting culinary items both mundane and exotic — a feast for the senses, if not the stomach.

Across town, far from the headlines and tourists, Alemany Farm sprouts loamy rows of greens and veggies, fruit trees, a heaping compost pile, a duck pond, a windmill, and more. Since members of this public housing community planted the farm’s first seeds in 1994, with help from the San Francisco League of Urban Gardeners, this urban agriculture venture has spawned harvests of fresh produce and some new sparks of hope for the area’s economically embattled residents.

These two boulevards of sustenance evoke an awakening of urban agriculture, and offer partial answers to an increasingly pressing question: in an era of global warming and fast-dwindling oil supplies, how will San Francisco sustain itself? Are city leaders and communities doing everything needed to make this happen?

The two gardens also put on display a key dilemma lurking just below the celebratory surface of food reform: who’s benefiting from the urban food renaissance, and who’s being left out of this virtuous banquet? How do we bring the good food limelight — and dollars — to the places and people that need it most?

PEAK OIL = PEAK FOOD


What does oil have to do with food? Everything. Our current food supply relies entirely on oil and cheap labor. As a nation we dump 500,000 tons of petroleum-based pesticides on our food crops each year, according to the EPA. Even the push for alternative fuels — namely ethanol — is steeped in the pesticide-intensive harvesting of corn. Then there’s the long polluting journey most of our food travels, more than 1,500 miles from the fields to your table — on diesel-guzzling semi-trucks, oil-greedy ocean tankers, and freight trains. All in all, it’s a toxic harvest whose days are numbered.

The stakes are high — very high. We are eating oil, and the clock is ticking. As journalist Erica Etelson wrote in the San Francisco Chronicle last year, "global oil demand is at 84 million barrels a day and rising, and there are at most a trillion barrels’ worth still in the ground, most of which is very difficult and expensive to recover. Do the math, and you’ll see that the end of oil is, at most, 30 years away." In response, the Board of Supervisors appointed a seven-member Peak Oil Preparedness Task Force in October 2007 that’s investigating ways to get San Francisco off oil — and food is a major ingredient in that mix.

According to the task force’s food issues member Jason Mark, roughly 500 acres of city and county land are "sitting idle and could be used for agricultural production." Meanwhile, hundreds of residents are lined up on community gardening waiting lists; if policymakers move the land and the people into production, and invested in urban agriculture education, the city "could begin to produce a significant percentage of its own fruits and vegetables," says Mark, who co-manages the Alemany Farm. "This would relieve some of the pressure from growers in rural counties, opening up more space for diversified agriculture and creating a more resilient food system."

RE-DEFINING ‘SUSTAINABLE’


As oil shortages and ecological collapse loom, other questions are bubbling up. What would it mean to make San Francisco — a city famous for its foodies and epicurean extravagances — "sustainable" in what its residents eat? How do we sustain ourselves in a way that sustains the region’s environment, food supply, and people’s health?

If you’re reading this article, chances are you’re hip to the idea of eating organic and local — perhaps you’re a "locavore" who studiously prioritizes a diet grown within a 100-mile radius of your home. Perhaps you’re a vegetarian who eschews animal flesh in the name of the environment, as well as health and ethics; or a conscientious "flexitarian" who only dines on sustainably farmed, humanely slaughtered meat. Perhaps you go the extra mile and buy a box of organics each week from a local farm. There’s no shortage of individual responses to the ecological nightmare of industrial food.

But what is the city’s collective response to unsustainable food? A new systemic approach is taking hold that goes beyond sustainable agriculture, to a bigger vision of sustaining people (farmers and consumers), communities, and economies, as well as the environment.

To Michael Dimock of Roots of Change, a leading California food reform movement, a core problem lies in the current system’s values — both cultural and economic. "We live in an environment where people want cheap food," often at the expense of sustainability, Dimock says. "We’re over-dependent on pesticides that have disrupted natural cycles," and that have "created an economic straightjacket for farmers … we’ve got to get away from these toxic chemicals without collapsing the system." Indeed, as oil prices have risen, pesticide and fertilizer costs have become a serious threat to farmers’ livelihood.

Labor costs chew up a major chunk of the food dollar — yet, farm workers toil for minimum wage in backbreaking conditions, and often live in ramshackle homes or canyons and ravines. Sixty percent of farm workers live below the poverty line. Meanwhile, meat factory workers suffer crippling injuries at alarming rates (roughly 20 percent a year) while laboring on brutal, dizzying-fast assembly-lines, typically for $8 per hour.

The solution lies beyond buying local and organic, and involves transforming food systems, locally and nationally (and globally) to meet an urgent array of needs: petroleum-free agriculture and food policies that build new infrastructures — markets, distribution channels, and a diversity of farms — centered on economic and ecological sustainability.

"It used to be about calories, now it’s about health — healthy people, healthy environment, and healthy communities," Dimock said. A blossoming "Buy fresh, buy local" label, an outgrowth of the Community Alliance with Family Farms, is building a network of local producers, distributors, and markets to simultaneously expand opportunities for smaller growers and access to fresh local foods for urban consumers.

But underlying tensions must be addressed: there are ongoing debates about what — beyond reducing pesticide use — makes farming "sustainable." Farms can be local and non-organic, or organic and non-local; or they may mass-produce a single organic crop for Wal-Mart or Safeway, depleting soils by monocropping, exploiting farm workers, and supporting corporate control over food.

SPROUTING CHANGE


Even in a city known for its conscientious consumption, industrially farmed and processed food remains a juggernaut. Fast food joints are plentiful, serving up fattening doses of unsustainably grown, heavily processed food. Most supermarket chains and smaller produce stores offer minimal organic fare at exorbitant prices, and often nothing remotely local.

More broadly, the city’s food infrastructure is a chaotic polyglot of stores and restaurants, with little design or planning to ensure health and economic diversity. In a market-driven economy, businesses simply rise up and succeed or fail — but food, like housing, education, and health, is a basic human necessity. As with most cities, there is no agency focused on making food sustainable in the broadest sense.

But sustainable foods policies are percoutf8g into the city bureaucracy — albeit sometimes piecemeal and slowly. In July 2005, city leaders made it official policy "to maximize the purchase of organic certified products in the process of procuring necessary goods for the city" — though adding, perhaps fatally, "when such products are available and of comparable cost to non-certified products." As it turns out, cost in particular (and supply to some degree) is a potential stumbling block to making this resolution a reality.

A Food Security Task Force, launched by the Board of Supervisors in 2005, is helping eligible families access and use food stamps, getting food to people in need while circuutf8g more dollars in the city. Getting food to hungry folks is an urgently needed service — but it doesn’t address the underlying poverty at hunger’s roots. Supplying charity food, while necessary on an emergency basis, does little to empower poor people to sustain themselves, and doesn’t ensure the food is healthful or sustainably grown.

Like most of urban America, San Francisco is a city of gastronomic extremes. Home to roughly 3,000 restaurants, triple-digit entrees, and a steady diet of haute cuisine celebrations, the city is an internationally renowned capital of fine food. For those with the money and time, Whole Foods Market and other venues offer bountiful aisles of organic produce, free-range meat, and at least some local fare.

But it’s not equal opportunity dining. For vast swaths of low-income and working class San Francisco, the options for good food are few and far between. Studies have found food "deserts" the size of entire zip codes, almost totally devoid of fresh produce — and other studies show this food gap causes serious nutritional deficits among the poor and people of color.

To put it bluntly, San Francisco suffers from food segregation. Apart from Alemany Farm’s oasis of green goodies, food-parched zones throughout the Tenderloin District, Bayview-Hunters Point, and other poorer quarters of town offer little more than liquor marts, convenience stores, and fast food chains with no fresh food or produce. It’s a surefire recipe for obesity, diabetes, heart disease, and other life-shortening ailments. As one food activist puts it, "homeless people are buying soda because it’s more calories for the money. Nobody wants hungry people — but it doesn’t get talked about."

BRINGING IT ALL TOGETHER


How can all these needs — at once potentially conflicting and unifying — be met at a time when ecological collapse requires radical change, and economic distress makes those changes tougher yet more urgent? A common refrain from activists and policymakers echoes: there’s a lot more we could do, if we had the money.

Dana Woldow, co-chair of the school district’s student nutrition and physical activity committee, says school lunches, once made up of "revolting carnival food," have improved greatly — but they can’t buy more local organic foods because "everyone’s getting hammered on transportation costs. Our district takes a loss on every meal."

A new revenue source, such as a gross receipts tax on large firms, could enlarge the public pie — if there’s the political will to do it. But the lack of cash to create a fully sustainable area food system also reveals a less-than-full commitment by city leaders to turn promising policies into everyday realities.

"Every city should have a food czar," argues Dimock, to "take the contradictions out of city policies," and develop new policies — and leverage state and federal help — to increase food security.

Ultimately the city could use a model food bill — a local, progressive version of the Farm Bill — to bring energy and money and policy coherence to the great work being done on the ground. In such a bill, new laws taxing fast food or high-end dining could create revenue to ensure all city agencies — and its schools, hospitals, and jails — abide by local and organic-first purchasing policies.

Healthy food zone rules could ensure food-deprived poor neighborhoods get targeted grants to promote businesses that feature local foods. And policies could support new urban agriculture ventures using city land to grow food and train and employ residents in need — improving nutrition and the economy.

In the long term, Dimock says, we need to restore our "cultural understanding of how agriculture and food is where humans have our most intimate contact with the natural world." The struggle to recover this is "a symbol of our divorce from the natural world, of leaving the garden. We need a new mythology — we need to return to the garden." *

Christopher D. Cook is the author of Diet for a Dead Planet: Big Business and the Coming Food Crisis, and a former Guardian city editor. He is communications director and food policy advisor for District 9 Supervisor candidate Eric Quezada. His Web site is www.christopherdcook.com

Anniversary Issue: A city transformed

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When I first started writing about sustainable cities in the Guardian, I was 28, the paper was 20, urban environmentalism was still considered an oxymoron in much of the mainstream political world — and we didn’t have a name for what we were discussing.

In fact, the story I wrote on Oct. 15, 1986 was called "The city reconceived — a radical proposal" It was part of our 20th anniversary issue, but it wasn’t on the cover, and it wasn’t the lead feature. It was just something I had been thinking about a lot at the time, and since I was reporting a lot on everything that was wrong with city planning, it seemed to make sense to step back and talk about the way things ought to be.

It’s kind of strange to look back at that article today. So much has changed; so little has changed.

"It’s easy to argue that the problems are national, even international in scope, and that no progressive economic policy is possible without basic, fundamental changes in the US economic system," I wrote. "I’m sympathetic to that sort of argument, but somehow, it doesn’t satisfy me. A transformation of the nation’s economic orders is a long way off — and it may not be possible at all unless the seeds are sown at the local level."

I can see from the interviews I did back then the beginnings of what is now known internationally as the sustainable city movement. In 1986, there were a few scrawny nonprofits and a handful of academics; today there are think tanks, institutes, reports, studies, commissions. Mayors all over the world talk about sustainability; here in San Francisco, Gavin Newsom has a full-time $130,000-a-year staffer dedicated to developing environmentally sustainable policies.

And yet, when you look at what the word really means, and what a truly sustainable city would look like, you realize that, 22 years later, we’re still talking about a city reconceived. It’s still — in terms of what politicians like Newsom are putting on the table — a pretty radical proposal.

Gro Harlem Brundtland, the former Norwegian prime minister, chaired a United Nations commission in 1983 that came up with what is probably the first official definition of sustainable development: "development that meets the needs of the present without compromising the ability of future generations to meet their own needs." An urban planning conference in Berlin in 2000 adopted a sustainability statement that talked about "the flow principle, that is based on an equilibrium of material and energy and also financial input/output."

The Vermont-based Institute for Sustainable Communities goes a bit further: "Sustainable communities have a strong sense of place … They are places that build on their assets and dare to be innovative." You can look on the Web and find a thousand more statements and definitions, some highly technical and some so hippy-dippy they’re painful to read.

But in the end, any real definition of a sustainable city starts with the second part of the phrase.

Cities are eternal. The world’s great metropolises have always outlived modest constructs like nations and empires. They are, as the late urbanist Jane Jacobs used to say, the building blocks of society.

But in the United States, and in much of the rest of the world, cities have become part of a globalized economic system that severs the use of products and services from their origin. Where did that burger you just ate come from? How about the lettuce at the supermarket? The clothes you wear to work? The electricity you use when you turn on your computer? Who controls the flow of money into and out of your community? Who controls the place you live, the money that comes out of the nearest ATM? What about your job — where does your paycheck come from, and where does it go?

How do those factors affect how you live — and how well you live — in San Francisco?

The thing is, you probably don’t know. And what you don’t know is hurting you.

Because a truly sustainable city isn’t just an environmental notion, and a sustainable urban policy isn’t just about planting gardens in front of City Hall. It’s about defining — and changing — the way we think about the economy, politics, business, and the local power structure.

That’s been part of the Guardian‘s mission for 42 years.

When you talk to progressive economists these days (and yeah, there are a few) and people who think about building sustainable local economies (and there are a growing number of them), they say three things:

Cities have to think about how to become more self-sufficient, how to provide locally things that we once imported, how to use local resources to create new jobs and economic activity. Those new jobs and sustainable practices are most likely to come from locally owned, independent businesses. And — particularly these days — the public sector has to play a major role.

That’s what the stories in this anniversary issue are about. A sustainable economy means encouraging start-ups and innovation, using public financing resources, and avoiding a reliance on big chains and giant corporations. A sustainable transportation and land-use policy means building neighborhoods with housing for diverse income groups and cutting down on cars and making the city a better, safer place to walk and bike. A sustainable energy policy means locally controlled renewable generation, not a monster private utility that ferries in nuclear and fossil-fuel power from out of town. Sustainable food means using community agriculture, right here in town.

It’s surprising how simple that sounds — and how politically difficult it is to implement.

See, in San Francisco — this great liberal city — policy decisions are still controlled to a stunning extent by a small group of powerful people who were never elected to anything. You can see how it looks this year by following the money chart we ran in the last issue. It showed how five downtown organizations have been raising and spending hundreds of thousands of dollars to take control of the Board of Supervisors.

Or look at Proposition H, the Clean Energy Act on the November ballot. Prop. H is a prescription for sustainable energy; the measure would not only set aggressive goals for renewables, it would shift control of the city’s energy agenda away from Pacific Gas and Electric Co. and give it to the people of San Francisco.

Big private energy companies may spend a lot of money on "green" advertising, but they never have, and never will, take the steps needed to create a sustainable system. Because that would mean undercutting their profits and limiting their growth.

A sustainable energy system would use much less electricity and import almost none. It would operate with thousands of small, distributed generation facilities, like solar panels on roofs. And power from the sun and wind is free. That doesn’t work for a giant profit-hungry utility; it works great for a community-based system.

So where is Newsom, who likes to call himself a green mayor? He’s against it. Where are the business leaders in town? Standing with PG&E. Where is the power structure? Fighting to prevent a sustainable energy future for San Francisco.

And the big chain-owned daily newspaper is right there with them.


There aren’t many locally-owned independent newspapers left in America. Even the alternative press has become chain-happy. In Boston, New York, Washington, Atlanta, Miami, Chicago, Denver, Houston, Phoenix, Los Angeles … most of the nation’s biggest cities, the once-upstart weeklies are owned by big national chains.
But in San Francisco, the paper Bruce Brugmann and Jean Dibble founded in 1966 is still the paper that Bruce Brugmann and Jean Dibble run in 2008.
The Guardian was always both a newspaper and small business. Unlike a lot of the wild and wonderful publications that flourished in San Francisco in the 1960s, the Guardian was built to last. Bruce and Jean decided from the start that this would be their life’s work — and although it was a bit dicey at times, the paper has survived and grown into one of the most influential weeklies in the country.
The Guardian was always a part of San Francisco. We believe in this city, in this community, in its life and culture and grassroots politics. We’ve always taken an active role in trying to improve the place where we live and work, and we’re proud of it.
Over the years that has meant exposing the corrupt (and secretive) gang that was trying to turn San Francisco into another Manhattan. It’s meant publishing a pioneering cost-benefit study showing that high-rise office development costs the city more in services than it generates in taxes. It’s meant funding and publishing the first major local study showing that small businesses create most of the net new jobs in San Francisco. It’s meant revealing how PG&E violates federal law and steals cheap power from San Francisco. It’s meant competing with — and writing about — the local daily newspaper monopoly. It’s meant fighting privatization, from the Presidio to City Hall, and pushing for a Sunshine Ordinance to keep the politicians honest. It’s meant siding with the neighborhoods and the artists and the tenants against what we’ve called the economic cleansing of San Francisco.
And this year, it means promoting a real vision of what a sustainable city would look like. Which is, really, what the Guardian has been about all these 42 amazing years. *