Transportation

Waiting for transit

21

joe@sfbg.com

Transit options for wheelchair users and people with disabilities are under threat in the Bay Area, and riders are losing ground on multiple transit fronts.

In late April and early May, hundreds of advocates for those with disabilities took to the streets, protesting BART’s Fleet of the Future, a touring mockup of a new BART trains slated to roll out in 2017.

The trains are a step backward in wheelchair accessibility, among other issues, advocates said.

Just last month, advocates for senior and those with disabilities stormed a San Francisco Municipal Transportation Agency Board of Directors meeting, asking for free Muni for the most economically disadvantaged among them. They were denied based on dollar amounts, while drivers were given an $11 million giveback restoring free Sunday parking meters.

The SFMTA promised to revisit the issue in January. Meanwhile, San Francisco’s wheelchair accessible taxi fleet has seen its drivers flee to so-called “rideshare” companies — whose cars aren’t equipped to carry wheelchairs — causing what officials say is a record low number of wheelchair accessible taxi trips.

Compounding that decision was the SFMTA’s March adoption of its Transit Effectiveness Project, which the agency billed as expanding service by 12 percent and improving the system’s efficiency, but some advocates for seniors and the disabled noted it removed some bus stops, requiring longer walks by those who have a hard time getting around.

The transit troubles cover most of the transportation options available to San Franciscans with disabilities, and that’s the problem.

“We’re one of the most transit-dependent populations,” Peter Mendoza, a community organizer with the Independent Living Resource Center, told the Guardian. He also uses a wheelchair. “Everything we do in our everyday life, we mostly do with public transportation.”

Their needs are simple: getting groceries, seeing a movie, picking up their kids from school. People with disabilities are now in a multi-pronged fight for their right to everyday mobility, and to do so with dignity.

 

BART’S FLAWED NEW FLEET

A walking tour of BART’s Fleet of the Future shows much is new: computer screens with live GPS updates of the train’s location, triple-bike racks, and redesigned seats. BART Vehicle Systems Engineer Brian Bentley proudly showed us the new touch screens in the driver’s cockpit.

For people with disabilities, the Fleet of the Future is a step backward. Their first beef with BART’s new trains is a simple one: there’s a pole in the way of the door.

Hundreds of disability advocates protested BART’s public tour of its newly redesigned trains just last week, with more protests planned for the future. All they want is the damned pole moved.

The handhold in question features a triple-pronged design: what begins as one vertical metal column branches into three partway off the ground.

“Where the pole is now is in the path of travel for the accessible seating area,” Mendoza said. “People holding onto the poles and the power wheelchairs will be in a sense be trying to occupy the same space.”

BART’s Fleet of the Future will arrive in limited numbers in 2015, and fully roll out by 2017, according to the BART website. BART plans to use the new trains for decades. So will BART move the pole to a different location in the car before then?

“It’s too soon to say,” BART spokesperson Alicia Trost told the Guardian. “That’s why we’re doing outreach.”

Trost told us BART did its due diligence by garnering feedback from the BART Disability Task Force. But the DTF, a volunteer body serving like a consistent focus group, informed BART of the pole-problem years ago.

“From day one, they identified the pole as being a problem,” BART Access Coordinator Ike Nnaji told us. Now, he said, “the pole has been moved slightly.”

The triple column handhold has also been raised since the initial outcry. But advocates say the changes still haven’t solved mobility problems. And lack of BART access would be especially poignant, as the trains are now one of the most seamless public transit trips a wheelchair rider can take, advocates told us.

Unlike a Muni or AC Transit bus, no one needs to strap in a wheelchair user on a BART train. After an elevator ride to the train platform (assuming they’re working), they easily roll onto the train: no muss, no fuss.

“On BART, I can be a regular customer,” longtime disability rights activist Corbett O’Toole told the Guardian. “I can ride it with dignity.”

The wheelchair-using community isn’t the only one with BART concerns. Emergency intercoms have long been an issue with the deaf community, O’Toole told us. The BART train’s new video screen would be a natural place to integrate visual emergency communication, she said.

Trost told us BART is trying to balance the needs of many communities, from bicyclists to folks not tall enough to reach the handholds.

“It’s public transit, you try to help everyone,” she said. But people with disabilities are a group with federal law mandating consideration of their access, Mendoza said.

We asked BART if the agency had specific employees (besides the DTF) in charge of ensuring American with Disabilities Act compliance. BART spokesperson Luna Salaver told us the agency doesn’t have an ADA compliance officer, but its engineering staff and consultants are well-versed in ADA compliance issues.

BART’s board may take a direct vote on disability access modifications to the Fleet of the Future at its May 22 meeting, but that may be subject to change.

While the wheelchair accessibility of the Fleet of the Future is hotly contested, the future of rideshare disability access remains a mystery to most.

 

RIDESHARE TROUBLES

Regulations task the taxi industry with providing wheelchair accessible cabs, something the rideshares don’t do, at least not yet. And as taxi drivers flee to the more profitable rideshare industry, fewer and fewer wheelchair accessible taxis are being driven in San Francisco.

Worryingly, the newest numbers from the SFMTA paint a portrait of hundreds of stranded wheelchair users. In January 2013, there were 1,379 wheelchair trips via taxi cab, according to numbers provided by the SFMTA, which regulates taxis. This January, that number plummeted to nearly half that.

The drivers just weren’t there. The SFMTA Board of Directors voted in January to offer a $10-per-trip cash incentive for drivers that pick up wheelchair users. But it was like a bandage on a gaping wound: the number of taxis picking up wheelchair users in San Francisco has not yet increased.

And Uber, Lyft, and Sidecar aren’t yet equipped to pick up wheelchair users.

As we’ve previously reported, Lyft, Sidecar, and Uber were recently required to file disability access plans with the California Public Utilities Commission. Some mention researching wheelchair access in the future, but most of the one-page plans tout their apps’ ability to speak to visually impaired users. None promise wheelchair-accessible cars.

The SFMTA is trying to lure taxi drivers back from these Transportation Network Companies through waived permit fees. Deputy Director of Taxi Services Christiane Hayashi said, “the total cost to the public of the TNC phenomenon is over $3 million and counting.”

Despite the stark numbers offered by the SFMTA, the CPUC doesn’t see the situation as a crisis. At a hearing on accessible transit, Marzia Zafar, the director of policy and planning division at the CPUC, told the Guardian there isn’t enough data at this point to say why the disabled community isn’t riding taxis as often as they did before.

“The commission will step in once we have information, verifiable information, that there’s a divide between the disabled and abled communities,” she said. “If there is such discrimination (on part of the TNCs), we will step in and bridge that divide.”

The CPUC could require TNCs to provide access, BART may modify its Fleet of the Future, and the SFMTA can still provide free Muni for seniors and people with disabilities in January.

And in the meanwhile, people with disabilities are waiting for a ride which may or may not ever arrive.

Cycling to City Hall

56

steve@sfbg.com

When the first Bike to Work Day was held in San Francisco 20 years ago, cyclists had little support in City Hall. But on May 8, almost every one of the city’s top political leaders will take part in Bike to Work Day, pledging their support to an increasingly popular and important transportation option.

In fact, Bike to Work Day has become such an anticipated event in San Francisco that city officials and cycling advocates in recent years have used it as the deadline to unveil the latest high-profile bike project to demonstrate the city’s commitment to cycling.

This year, it’s the new contraflow bike lanes on lower Polk Street, an important connection from Market Street to City Hall that helps cyclists avoid dangerous, car-centric Van Ness Avenue or Larkin Street — without having to illegally cut up the one-way section of Polk.

When that $2.5 million bike and pedestrian project — with its attractive landscaping, pedestrian bulb-outs, pretty green lanes, and trio of special bike-only signal lights — was officially opened on May 2, bike activists kept circling the new lanes as if they were doing victory laps.

“I cannot think of a better way to kick off Bike Month in the Bay Area and the 20th anniversary of Bike to Work Day, coming up May 8, than to celebrate what I think is the most beautiful, functional, well-designed, and what is probably going to be the best used piece of bike infrastructure in our city,” San Francisco Bicycle Coalition Director Leah Shahum said at the ribbon-cutting ceremony.

She and the others who spoke at the event praised the city officials who moved quickly to complete this project, calling it a testament to the growing political will to make streets safer and more welcoming for cyclists.

“I will be honest, we put a lot of pressure on to get this done by Bike to Work Day,” Shahum said. “We really wanted to make sure you all and the folks throughout this city could, this year, for the first time in San Francisco’s history, make a safe and comfortable and direct link from Market Street…to City Hall.”

Building high-profile, separated cycletracks to the steps of City Hall seems to symbolically mark the arrival of cyclists into the political mainstream.

 

TIMES HAVE CHANGED

Twenty years ago, California Bicycle Coalition Director Dave Snyder was the head of SFBC, and he was able to persuade only one member of the Board of Supervisors to participate in that first Bike to Work Day.

“I should give a shout-out to Tom Ammiano because he was the first supervisor to care enough to ride on Bike to Work Day, back when the Board of Supervisors didn’t really care about cycling,” Snyder told us. “These days, it’s not uncommon for supervisors to ride for transportation, but back then none did.”

Shahum remembers it as well, back before the SFBC was one of the city’s largest member-based political advocacy organizations.

“Twenty years ago, Bike to Work Day was a fun but sort of lonely event,” Shahum told us, noting how the number of cyclists on the road has exploded in recent years. “Riding on a regular Thursday during rush hour feels like Bike to Work Day used to feel 20 years ago.”

But both Snyder and Shahum said the universal statements of support for cycling that emanate from City Hall these days are only half the battle.

“It’s a good idea to promote bicycling as a mainstream activity, and we won that battle,” Snyder said. “Now, we have to get them to put their money where their mouth is.”

With cycling projects receiving less than 1 percent of the city’s transportation funding, and city officials so far unwilling to pay for the projects that would allow the city to meet its official goal of 20 percent of all vehicle trips being by bike by the year 2020, Snyder said, “We haven’t accomplished that second goal yet.”

“We hear them all talk about investing money in bike infrastructure,” Shahum told us, “but now the decision makers need to do it.”

A report released in December by the Budget and Legislative Analyst’s Office shows that San Francisco spends less per capita on bike infrastructure, at just over $9 annually, than other bike-friendly US cities such as Portland, Minneapolis, and Seattle. And it found the city would need to spend about $580 million to reach its official goal of 20 percent bike mode-share by 2020.

Even meeting the SFMTA’s more moderate Strategic Plan Scenario — which aims to reach 8-10 percent mode-share by 2018 by creating 12 miles of new bike lanes and upgrading 50 existing miles and 50 intersections — would require $191 million. That’s $142 million more than the SFMTA now has budgeted for the work.

 

FUNDING PITCH

At the May 2 event on Polk Street, city officials used the new project to call on voters to approve a pair of transportation funding measure proposed by Mayor Ed Lee for the November ballot — an increase in the vehicle license fee and a $500 million general obligation bond — which the Board of Supervisors will consider later this month.

“Do you guys like what you see here?” SFMTA Director Ed Reiskin told the crowd, eliciting a rousing response. “Would you like to see more of this kind of work all over San Francisco?”

Then Reiskin connected that goal to the fall ballot measures, the lion’s share of which will go to Muni improvements.

“With the funds we have, there’s only so much of this we can do and we know the need is so great to make biking and walking a safer and more attractive means of getting around the city. If we want to do more of this, we’re going to need more support in November,” Reiskin said.

The city has make significant progress on new bike infrastructure in recent years, after a legal challenge of the city’s Bicycle Plan stalled projects for four years. Ben Jose, a spokesperson for the SFMTA, told us the Polk project is the 52nd of 60 bike improvement projects from the Bike Plan.

“And those that are left are signature projects like this one,” Jose said at the event, referring to high-profile bike lanes along Bayshore and Masonic boulevards, on upper Polk Street, and along Second Street that are among the bike projects now in the pipeline. But the city hasn’t yet devoted the resources to completing the city’s bike network.

“We want to do more projects like this with money from the fall ballot measure,” Rachel Gordon, a spokesperson for the Department of Public Works, told us. “We don’t have enough money in our general fund to do these projects and we hear loud and clear the streets need to be safer for bicyclists and pedestrians.”

 

LITTLE PROJECT, BIG GAIN

The new bikes lanes on Polk are only a few blocks, but it is those kinds of small but critical connections that determine whether cycling in the city is safe or scary.

“I want to know that I can bike safety going north and south on Polk Street, which is why I strongly, strongly support our protected bike lanes on Polk Street, so this is super exciting. As a beginning cyclist, these are the kinds of routes I need to see to get out of my car and onto a bike, so I’m really excited this is the direction our city is moving in,” Sup. Jane Kim said at the event.

Reiskin noted how awkward and unsafe it has been to get from Market Street to City Hall or up Polk Street: “Physically, it’s a pretty small project, but it’s so critically important for those of us who do get around by bike.”

Cyclist Shannon Dodge also spoke at the event, describing her previously awkward commute to work from the Mission District to Russian Hill: “It might look like a tiny stretch of bike lanes to most people, but to me and lots of other people it will make a huge difference. It means we can turn now directly onto Polk Street and we can do it safely.”

She also compared cycling in San Francisco today to the days just before Bike to Work Day began.

“Twenty-one years ago this month, I moved to San Francisco from the East Coast. I came in a van with three friends, so I didn’t bring a lot of possessions. But I did bring my bike and I’ve been biking in San Francisco ever since,” Dodge said.

Back then, in her younger days, she didn’t mind battling for space on the streets of San Francisco.

“When I first moved here, just out of college, safety was not that important to me. I kind of enjoyed the adrenaline rush of being out on a bike in traffic,” she said. “But now I’m a mom. I have a 3-year-old son, and my husband and I bike our son to and from his preschool everyday. And on the weekends we explore the city, which usually means he’s on one of our two bikes. Pretty soon, he’ll be riding his own bike out on San Francisco streets. So safety is incredibly important to me, as it is to all families.”

Uber files defense in New Year’s Eve death of six-year-old girl

15

The wrongful death lawsuit against Uber for the New Year’s Eve death of six-year-old Sofia Liu moved forward, as Uber filed its defense May 1. 

Uber’s defense filing claims the driver that struck Liu, Syed Muzzafar, was not an Uber employee and he had no reason to interact with the Uber app at the time of Liu’s death. 

The suit also claims that Muzzafar signed an agreement with Uber acknowledging those facts.

“Under that Transportation Services Agreement,” the lawsuit states, “[Muzzafar] acknowledged that he was not an employee, agent, joint venturer or partner of Rasier (Uber’s subsidiary) for any purpose; rather, he was an independent contractor.” 

Liu was killed after Muzzafar collided with her and her family in the Tenderloin on New Year’s Eve. Liu’s mother, Huan Kuang, and Liu’s brother, Anthony, were both injured but survived. The family, represented by attorney Christopher Dolan, filed the suit at the end of January seeking unknown damages. 

Back in March we asked Dolan if Uber offered condolences to the Liu and Kuang family. 

“Absolutely not. Basically their message is ‘it’s too bad,’ but its not their problem,” Dolan told us. “They said, ‘jeez our hearts go out to them but we’re not responsible.’”

Many state officials have called out loopholes in Uber’s insurance coverage, including, recently, Insurance Commissioner Dave Jones, who issued a public letter to the CPUC calling for stricter insurance regulations. One in particular is the “app on” “app off,” loophole. Uber contends when the Uber app is off that personal insurance should kick in and cover a driver (a claim the personal insurance industry has flatly refused). The lawsuit uses a similar defense, claiming Muzzafar alone was liable for the collision that night.

“At the time of the accident, Mr. Muzaffar was not providing transportation services through the Uber App,” the lawsuit states. “He was not transporting a rider who requested transportation services through the Uber App. He was not en route to pick up a rider who requested transportation services though the Uber App. He was not receiving a request for transportation services through the Uber App.”

Of course, Muzzafar did have the Uber app on waiting for a fare request, driving around as he waited for a fare request on the app. 

The lawsuit mentions this as well, saying he was looking at a “GPS-generated map with his location,” and had “no reason” to interact with his phone. 

All told Uber makes 22 specific defense claims in the response, most fairly standard in these cases.

But in the truest sense of the new digital “sharing” economy defense number nine claims an app, by definition, is not liable for such claims.

“Plaintiffs’ products liability claim is barred,” the lawsuit states, “because the Companies primarily provide services, not products.”

Two proposed state bills, AB 2293 and AB 2068, would each require commercial insurance for Transportation Network Companies such as Uber, Lyft and Sidecar. 

Uber's response to wrongful death suit from new year's even death of sofia liu by FitztheReporter

Lawsuit filed to halt “Google bus” shuttle pilot program

17

The road to regulating Google Buses has a new pothole: a lawsuit. 

A lawsuit filed in San Francisco Superior Court today demands the San Francisco Municipal Transportation Agency’s commuter shuttle pilot program be set aside while a full environmental review is conducted under the California Environmental Quality Act.

“We know that these buses are having devastating impacts on our neighborhoods, driving up rents and evictions of long-time San Francisco residents,” Sara Shortt, executive director of the Housing Rights Committee of San Francisco and one of the lawsuit petitioners, said in a press statement. “We’ve protested in the streets and taken our plea to City Hall to no avail. We hope to finally receive justice in a court of law.”

The suit was filed against the City and County of San Francisco, Mayor Ed Lee, the Board of Supervisors, the SFMTA, Google, Genentech, Apple, and a handful of private transportation providers. It alleges the tech shuttle pilot project is in violation of the California Vehicle Code which prohibits any vehicle, except common carriers (public buses), to pull into red zones that are designated as bus stops. It also alleges the city abused its discretion and violated the CEQA by exempting the Shuttle Project from environmental review.

The Coalition for Fair, Legal and Environmental Transit, Service Employees International Union Local 1021, the union’s Alysabeth Alexander, and Shortt are the petitioners of the suit. In early April, they also petitioned the Board of Supervisors to vote for an environmental review of the tech shuttles.

The contentious meeting lasted over 7 hours, with housing advocates and tech workers firing shots from both sides into the night. Ultimately the supervisors voted 8-2 against the environmental review, a move seen as driven by a deferential attitude towards the technology industry in San Francisco. 

Paul Rose, a spokesperson for the SFMTA, responded to the lawsuit in an email to the Guardian.

“The agency developed this pilot proposal to help ensure the most efficient transportation network possible by reducing Muni delays and congestion on our roadways,” Rose wrote.  “We have not yet had a chance to review the lawsuit and it would not be appropriate to comment on any pending litigation.”

The early April vote was only the latest in the city’s alleged deferential treatment towards the commuter shuttles. 

The SFMTA allowed the shuttles to use Muni bus stops for years without enforcing illegal use of red zones, the suit alleges. A study by the city’s Budget and Legislative analyst revealed that out of 13,000 citations written to vehicles in red zones in the last three years only 45 were issued to tech shuttles — despite the SFMTA’s knowledge of 200 “conflicting” bus stops between Muni and the tech shuttles. 

Much has been made of those startling numbers, with petitioners alleging a “handshake deal” on the part of the SFMTA to tech company shuttles, allowing them to park at red zones at will.

But emails the Guardian obtained by public records request show Carli Paine, head of the tech shuttle pilot program, followed up complaints on illegal stops made by tech shuttles since 2010, but to no avail. 

“Know that I have made clear to the shuttle providers that the law says that it is not legal to stop in the Muni Zones,” Paine wrote in a July 2012 email to a colleague who was in contact with tech companies. “Participating in this process does not mean that they are guaranteed not to get tickets–especially if they are doing things that create safety concerns or delay Muni.”

Paine also attempted to clarify enforcement policies around the shuttles with enforcement officers from the SFPD and SFMTA, also to no avail, the emails show.

The deferential treatment to shuttles may not have originated from the SFMTA then, but from higher up the political ladder. 

“There are a number of our supervisors who do not want to buck the tech industry,” Shortt told the Guardian. “They feel there may be more to gain from allowing illegal activity to continue by these corporations than support.”

But does the suit call for the tech shuttles to stop running? We asked Richard Drury, the attorney filing the suit, to explain the specific asks of the suit.

“Not technically no,” Drury said. “They’ve operated illegally for years and the city turned a blind eye. They could continute to do that while the city runs an environmental review, but if the SFMTA or Police Department decided to start ticketing them for $271, they could.” 

So the lawsuit wouldn’t stop the shuttles. It just asks for them to be reviewed. 

Among issues regarding air quality the shuttles’ heavy weight damages city streets at much higher rates than cars, studies by the city’s Budget Legislative Analyst showed. Studies conducted by students and other interested individuals revealed increased rents near shuttle stops, which the filers of the lawsuit say leads to a displacement of residents.

Displacement is a consideration in CEQA reviews, a recent addition to state law.  

“We’re just asking for the city to study the impacts,” Drury said. “Maybe that means the shuttles get clean fuel, or corporations pay to offset displacement of residents.”

Below is a downloadable PDF of the lawsuit.

Google Bus Commuter Shuttle Lawsuit by FitztheReporter

Guardian endorsements

139

OUR CLEAN SLATE VOTERS GUIDE TO TAKE TO THE POLLS IS HERE.

 

Editor’s Note: Election endorsements have been a long and proud part of the Guardian’s 48-year history of covering politics in San Francisco, the greater Bay Area, and at the state level. In low-turnout elections like the one we’re expecting in June, your vote counts more than usual, and we hope our endorsements and explanations help you make the best decisions.

 

GOVERNOR: JERRY BROWN

There is much for progressives to criticize in Jerry Brown’s latest stint as governor of California. He has stubbornly resisted complying with federal court orders to substantially reduce the state’s prison population, as well as shielding the system from needed journalistic scrutiny and reforms of solitary confinement policies that amount to torture. Brown has also refused to ban or limit fracking in California, despite the danger it poses to groundwater and climate change, irritating environmentalists and fellow Democrats. Even Brown’s great accomplishment of winning passage for the Prop. 30 tax package, which eased the state back from financial collapse, sunsets too early and shouldn’t have included a regressive sales tax increase. Much more needs to be done to address growing wealth disparities and restore economic and educational opportunity for all Californians.

For these reasons and others, it’s tempting to endorse one of Brown’s progressive challenges: Green Party candidate Luis Rodriguez or Peace and Freedom Party candidate Cindy Sheehan (see “Left out,” April 23). We were particularly impressed by Rodriguez, an inspiring leader who is seeking to bring more Latinos and other marginalized constituencies into the progressive fold, a goal we share and want to support however we can.

But on balance, we decided to give Brown our endorsement in recognition of his role in quickly turning around this troubled state after the disastrous administration of Arnold Schwarzenegger — and in the hope that his strong leadership will lead to even greater improvement over his next term. While we don’t agree with all of his stands, we admire the courage, independence, and vision that Brown brings to this important office. Whether he is supporting the California High-Speed Rail Project against various attacks, calling for state residents to live in greater harmony with the natural world during the current drought, or refusing to shrink from the challenges posed by global warming, Jerry Brown is the leader that California needs at this critical time.

 

LIEUTENANT GOVERNOR: GAVIN NEWSOM

Gavin Newsom was mayor of San Francisco before he ascended to the position of Lieutenant Governor, and we at the Bay Guardian had a strained relationship with his administration, to put it mildly. We disagreed with his fiscally conservative policies and tendency to align himself with corporate power brokers over neighborhood coalitions. As lieutenant governor, Newsom is tasked with little — besides stepping into the role of governor, should he be called upon to do so — but has nevertheless made some worthwhile contributions.

Consider his stance on drug policy reform: “Once and for all, it’s time we realize that the war on drugs is nothing more than a war on communities of color and on the poor,” he recently told a crowd at the Democratic Party convention in Los Angeles. “It is fundamentally time for drug policies that recognize and respect the full dignity of human beings. We can’t wait.” In his capacity as a member of the UC Board of Regents, Newsom recently voted against a higher executive compensation package for a top-level administrator, breaking from the pack to align with financially pinched university students. In Sacramento, Newsom seems to come off as more “San Francisco” than in his mayoral days, and we’re endorsing him against a weak field of challengers.

 

SECRETARY OF STATE: DEREK CRESSMAN

Although the latest Field Poll shows that he has only single-digit support and is unlikely to make the November runoff, we’re endorsing Derek Cressman for Secretary of State. As a longtime advocate for removing the corrupting influence of money from politics through his work with Common Cause, Cressman has identified campaign finance reform as the important first step toward making the political system more responsive to people’s needs. As Secretary of State, Cressman would be in a position to ensure greater transparency in our political system.

We also like Alex Padilla, a liberal Democrat who has been an effective member of the California Senate. We’ll be happy to endorse Padilla in November if he ends up in a runoff with Republican Pete Peterson, as the current polling seems to indicate is likely. But for now, we’re endorsing Cressman — and the idea that campaign finance reform needs to be a top issue in a state and country that are letting wealthy individuals and corporations have disproportionate influence over what is supposed to be a democracy.

 

CONTROLLER: BETTY YEE

The pay-to-play politics of Leland Yee and two other California Democrats has smeared the Assembly. Amid the growls of impropriety, a report by the Center for Investigative Reporting has painted Speaker of the Assembly John Perez, a leading candidate for Controller, with a similar brush. CIR revealed Perez raised money from special interest groups to charities his lover favored, a lover later sued for racketeering and fraud.

Betty Yee represents an opportunity for a fresh start. On the state’s Board of Equalization she turned down campaign donations from tobacco interests, a possible conflict of interest. She also fought for tax equity between same-sex couples. The Controller is tasked with keeping watch on and disbursing state funds, a position we trust much more to Yee’s careful approach than Perez’s questionable history. Vote for Yee.

 

TREASURER: JOHN CHIANG

While serving as California’s elected Controller, John Chiang displayed his courage and independence by refusing to sign off on budgetary tricks used by then-Gov. Arnold Schwarzenegger and some legislative leaders, insisting on a level of honesty that protected current and future Californians. During those difficult years — as California teetered on the brink of bankruptcy, paralyzed by partisan brinksmanship each budget season, written off as a failed state by the national media — Chiang and retiring Treasurer Bill Lockyer were somehow able to keep the state functioning and paying its bills.

While many politicians claim they’ll help balance the budget by identifying waste and corruption, Chiang actually did so, identifying $6 billion by his estimate that was made available for more productive purposes. Now, Chiang wants to continue bringing fiscal stability to this volatile state and he has our support.

 

ATTORNEY GENERAL: KAMALA HARRIS

Kamala Harris has kept the promise she made four years ago to bring San Francisco values into the Attorney General’s Office, focusing on the interests of everyday Californians over powerful vested interests. That includes strengthening consumer and privacy protections, pushing social programs to reduce criminal recidivism rather than the tough-on-crime approach that has ballooned our prison population, reaching an $18 billion settlement with the big banks and mortgage lenders to help keep people in their homes, and helping to implement the Affordable Care Act and the legalization of same-sex marriage in the state.

Harris has maintained her opposition to the death penalty even though that has hurt her in the statewide race, and she brings to the office an important perspective as the first woman and first African American ever to serve as the state’s top law enforcement officer. While there is much more work to be done in countering the power of wealthy individuals and corporations and giving the average Californian a stronger voice in our legal system, Harris has our support.

 

INSURANCE COMMISSIONER: DAVE JONES

We’ve been following Dave Jones’s legislative career since his days on the Sacramento City Council and through his terms in the California Legislature, and we’ve always appreciated his autonomy and progressive values. He launched into his role as Insurance Commissioner four years ago with an emergency regulation requiring health insurance companies to use no more than 20 percent of premiums on profits and administrative costs, and he has continued to do what he can to hold down health insurance rates, including implementing the various components of the Affordable Care Act.

More recently, Jones held hearings looking at whether Uber, Lyft, and other transportation network companies are adequately insured to protect both their drivers and the general public, concluding that these companies need to self-insure or otherwise expand the coverage over their business. It was a bold and important move to regulate a wealthy and prosperous new industry. Jones deserves credit for taking on the issue and he has earned our endorsement.

 

SUPERINTENDENT OF SCHOOLS: TOM TORLAKSON

This race is a critical one, as incumbent Tom Torlakson faces a strong challenge from the charter school cheerleader Marshall Tuck. An investment banker and Harvard alum, Tuck is backed by well-heeled business and technology interests pushing for the privatization of our schools. Tech and entertainment companies are pushing charter schools heavily as they wait in the wings for lucrative education supply contracts, for which charter schools may open the doors. And don’t let Waiting for Superman fool you, charter schools’ successful test score numbers are often achieved by pushing out underperforming special needs and economically disadvantaged students.

As national education advocate Diane Ravitch wrote in her blog, “If Tuck wins, the privatization movement will gain a major stronghold.” California ranks 48th in the nation in education spending, a situation we can thank Prop. 13 for. We’d like to see Torlakson advocate for more K-12 school dollars, but for now, he’s the best choice.

 

BOARD OF EQUALIZATION: FIONA MA

Fiona Ma was never our favorite member of the San Francisco Board of Supervisors, and in the California Legislature, she has seemed more interested in party politics and leadership than moving legislation that is important to San Francisco. There are a few exceptions, such as her attempts last year to require more employers to offer paid sick days and to limit prescription drug co-payments. But she also notoriously tried to ban raves at public venues in 2010, a reactionary bill that was rejected as overly broad.

But the California Board of Equalization might just be a better fit for Ma than the Legislature. She’s a certified public accountant and would bring that financial expertise to the state’s main taxing body, and we hope she continues in the tradition of her BOE predecessor Betty Yee in ensuring the state remains fair but tough in how it collects taxes.

 

ASSEMBLY, DISTRICT 17: DAVID CAMPOS

The race to replace progressive hero Tom Ammiano in the California Assembly is helping to define this important political moment in San Francisco. It’s a contest between the pragmatic neoliberal politics of Board of Supervisors President David Chiu and the populist progressive politics of Sup. David Campos, whom Ammiano endorsed to succeed him.

It’s a fight for the soul of San Francisco, a struggle to define the values we want to project into the world, and, for us at the Bay Guardian, the choice is clear. David Campos is the candidate that we trust to uphold San Francisco’s progressive values in a state that desperately needs that principled influence.

Chiu emphasizes how the two candidates have agreed on about 98 percent of their votes, and he argues that his effectiveness at moving big legislation and forging compromises makes him the most qualified to represent us in Sacramento. Indeed, Chiu is a skilled legislator with a sharp mind, and if “getting things done” — the prime directive espoused by both Chiu and Mayor Ed Lee — was our main criterion, he would probably get our endorsement.

But when you look at the agenda that Chiu and his allies at City Hall have pursued since he came to power — elected as a progressive before pivoting to become a pro-business moderate — we wish that he had been a little less effective. The landlords, tech titans, Realtors, and Chamber of Commerce have been calling the shots in this city, overheating the local economy in a way that has caused rapid displacement and gentrification.

“Effective for whom? That’s what’s important,” Campos told us during his endorsement interview, noting that, “Most people in San Francisco have been left behind and out of that prosperity.”

Campos has been a clear and consistent supporter of tenants, workers, immigrants, small businesses, environmentalists — the vast majority of San Franciscans, despite their lack of power in City Hall. Chiu will sometimes do right by these groups, but usually only after being pushed to do so by grassroots organizing and lobbying efforts.

Campos correctly points out that such lobbying is more difficult in Sacramento, with its higher stakes and wider range of competing interests, than it is on the local level. Chiu’s focus on always trying to find a compromise often plays into the hands of wealthy interests, who sometimes just need to be fought and stopped.

We have faith in Campos and his progressive values, and we believe he will skillfully carry on the work of Ammiano — who is both an uncompromising progressive and an effective legislator — in representing San Francisco’s values in Sacramento.

 

ASSEMBLY, DISTRICT 19: PHIL TING

Incumbent Phil Ting doesn’t have any challengers in this election, but he probably would have won our support anyway. After proving himself as San Francisco’s Assessor, taking a strong stance against corporate landowners and even the Catholic Church on property assessments, Ting won a tough race against conservative businessman Michael Breyer to win his Assembly seat.

Since then, he’s been a reliable vote for legislation supported by most San Franciscans, and he’s sponsoring some good bills that break new ground, including his current AB 1193, which would make it easier to build cycletracks, or bike lanes physically separated from cars, all over the state. He also called a much-needed Assembly committee hearing in November calling out BART for its lax safety culture, and we hope he continues to push for reforms at that agency.

 

PROPOSITION 41: YES

Over a decade ago, Californians voted to use hundreds of millions of our dollars to create the CalVet Home and Farm Loan Program to help veterans purchase housing. But a reduction in federal home loan dollars, the housing crisis, and a plummeting economy hurt the program.

Prop. 41 would repurpose $600 million of those bond funds and raise new money to create affordable housing rental units for some of California’s 15,000 homeless veterans. This would cost Californians $50 million a year, which, as proponents remind us, is one-tenth of 1 percent of the state budget. Why let hundreds of millions of dollars languish unused? We need to reprioritize this money to make good on our unfulfilled promises to homeless veterans.

 

PROPOSITION 42: YES

This one’s important. Last year, Gov. Jerry Brown sought to gut the California Public Records Act by making it optional for government agencies to comply with many of the requirements built into this important transparency law. The CPRA and the Ralph M. Brown Act require government agencies to make records of their activities available for public scrutiny, and to provide for adequate notice of public meetings. Had the bill weakening these laws not been defeated, it would have removed an important defense against shadowy government dealings, leaving ordinary citizens and journalists in the dark.

Prop. 42 is a bid to eliminate any future threats against California’s important government transparency laws, by expressly requiring local government agencies — including cities, counties, and school districts — to comply with all aspects of the CPRA and the Brown Act. It also seeks to prevent local agencies from denying public records requests based on cost, by eliminating the state’s responsibility to reimburse local agencies for cost compliance (the state has repeatedly failed to do so, and local bureaucracies have used this as an excuse not to comply).

 

SF’S PROPOSITION A: YES

Prop. A is a $400 million general obligation bond measure that would cover seismic retrofits and improvements to the city’s emergency infrastructure, including upgrades to the city’s Emergency Firefighting Water System, neighborhood police and fire stations, a new facility for the Medical Examiner, and seismically secure new structures to house the police crime lab and motorcycle unit.

The Board of Supervisors voted unanimously to place Prop. A on the ballot, and a two-thirds majority vote is needed for it to pass. Given that San Franciscans can expect to be hit by a major earthquake in the years to come, upgrading emergency infrastructure, especially the high-pressure water system that will aid the Fire Department in the event of a major blaze, is a high priority.

 

SF’S PROPOSITION B: YES

As we report in this issue (see “Two views of the waterfront”), San Francisco’s waterfront is a valuable place targeted by some ambitious development schemes. That’s a good thing, particularly given the need that the Port of San Francisco has for money to renovate or remove crumbling piers, but it needs to be carefully regulated to maximize public benefits and minimize private profit-taking.

Unfortunately, the Mayor’s Office and its appointees at the Port of San Francisco have proven themselves unwilling to be tough negotiators on behalf of the people. That has caused deep-pocketed, politically connected developers to ignore the Waterfront Land Use Plan and propose projects that are out-of-scale for the waterfront, property that San Francisco is entrusted to manage for the benefit of all Californians.

All Prop. B does is require voter approval when projects exceed existing height limits. It doesn’t kill those projects, it just forces developers to justify new towers on the waterfront by providing ample public benefits, restoring a balance that has been lost. San Francisco’s waterfront is prime real estate, and there are only a few big parcels left that can be leveraged to meet the needs of the Port and the city. Requiring the biggest ones to be approved by voters is the best way to ensure the city — all its residents, not just the politicians and power brokers — is getting the best deals possible.

 

SF SUPERIOR COURT JUDGE: DANIEL FLORES

Daniel Flores has an impressive list of endorsers, including the Democratic, Republican, and Green parties of San Francisco — a rare trifecta of political party support. But don’t hold the GOP nod against Flores, who was raised in the Excelsior by parents who immigrated from El Salvador and who interned with La Raza Centro Legal while going to McGeorge School of Law. And he did serve in the Marines for six years, which could explain the broad range of support for him.

Flores is a courtroom litigator with experience in big firms and his own practice, representing clients ranging from business people to tenants fighting against their landlords. Flores told us that he wants to ensure those without much money are treated fairly in court, an important goal we support. We also liked Kimberly Williams and hope she ends up on the bench someday, but in this race, Flores is the clear choice.

 

CONGRESS, DISTRICT 12: NANCY PELOSI

This was a hard decision for us this year. Everyone knows that Pelosi will win this race handily, but in past races we’ve endorsed third party challengers or even refused to endorse anyone more often than we’ve given Pelosi our support. While Pelosi gets vilified by conservatives as the quintessential San Francisco liberal, she’s actually way too moderate for our tastes.

Over her 21 years in Congress, she has presided over economic policies that have consolidated wealth in ever fewer hands and dismantled the social safety net, environmental policies that have ignored global warming and fed our over-reliance on the private automobile, and military policies that expanded the war machine and overreaching surveillance state, despite her insider’s role on the House Intelligence Committee.

Three of her opponents — Democrat David Peterson, Green Barry Hermanson, and fiery local progressive activist Frank Lara of the Peace and Freedom Party — are all much better on the issues that we care about, and we urge our readers to consider voting for one of them if they just can’t stomach casting a ballot for Pelosi. In particular, Hermanson has raised important criticisms of just how out of whack our federal budget priorities are. We also respect the work Lara has done on antiwar and transit justice issues in San Francisco, and we think he could have a bright political future.

But we’ve decided to endorse Pelosi in this election for one main reason: We want the Democrats to retake the House of Representatives this year and for Pelosi to once again become Speaker of the House. The Republican Party in this country, particularly the Tea Party loyalists in the House, is practicing a dangerous and disgusting brand of political extremism that needs to be stopped and repudiated. They would rather shut the government down or keep it hopelessly hobbled by low tax rates than help it become an effective tool for helping us address the urgent problems that our country faces. Pelosi and the Democrats aren’t perfect, but at least they’re reasonable grown-ups and we’d love to see what they’d do if they were returned to power. So Nancy Pelosi has our support in 2014.

 

CONGRESS, DISTRICT 13: BARBARA LEE

Barbara Lee has been one of our heroes since 2001, when she was the only member of Congress to vote against the Authorization for the Use of Military Force Against Terrorists, braving the flag-waving nationalism that followed the 9/11 attacks on the World Trade Center and Pentagon to warn that such an overly broad declaration of war was dangerous to our national interests. She endured death threats and harsh condemnation for that principled stand, but she was both courageous and correct, with our military overreach still causing problems for this country, both practical and moral.

Lee has been a clear and consistent voice for progressive values in the Congress for 16 years, chairing both the Congressional Black Caucus and Congressional Progressive Caucus, taking stands against capital punishment and the Iraq War, supporting access to abortions and tougher regulation of Wall Street, and generally representing Oakland and the greater Bay Area well in Washington DC. She has our enthusiastic support.

 

CONGRESS, DISTRICT 14: JACKIE SPEIER

Jackie Speier has given her life to public service — almost literally in 1978 when she was an aide to then-Rep. Leo Ryan and survived the airstrip shootings that triggered the massacre at Jonestown — and she has earned our ongoing support. Speier has continued the consumer protection work she started in the California Legislature, sponsoring bills in Congress aimed at protecting online privacy. She has also been a strong advocate for increasing federal funding to public transit in the Bay Area, particularly to Muni and for the electricification of Caltrain, an important prelude to the California High-Speed Rail Project. In the wake of the deadly natural gas explosion in San Bruno, Speier has pushed for tough penalties on Pacific Gas & Electric and expanded pipeline safety programs. She has been a strong advocate of women’s issues, including highlighting the epidemic of sexual assault on college campuses and in the military, seeking greater protections, institutional accountability, and recourse for victims. More recently, Speier has become a key ally in the fight to save City College of San Francisco, taking on the federal accreditation process and seeking reforms. Speier is a courageous public servant who deserves your vote.

Will San Francisco Game of Thrones oust police commissioner?

11

Police Commissioner Angela Chan did not pay fealty to the proper lords and houses, sources say, and in a true to life Game of Thrones, she may now lose her office. The throne in question is a seat on the Police Commission, which Chan may be reappointed to by the Board of Supervisors today [Tues/29], but her chances don’t look good. 

In a political tussle reminiscent of House Lannister’s schemes against House Stark, political machines far larger than the idealistic Chan are churning to keep her from regaining her political office. The forces of Chinatown community leader Rose Pak and her fellow power brokers are backing potential replacement police commissioner Victor Hwang, whose sudden candidacy took many off guard. 

As first reported by Tim Redmond of 48hills.org, Pak’s political pushers dialed every supervisor and marshalled their armies, hellbent on unseating Chan. 

They may win, but not because Chan was a bad commissioner. Actually, the problem might be that she was too effective, and now people in power want her out.

Expanding the mayor’s power

In a Rules Committee meeting Apr. 17, backers of both candidates wore their house sigils, green or white buttons meant to support their chosen candidate, both of whom are seemingly very qualified.

On the one side, Hwang is an ex-assistant district attorney, ex-public defender, ex-nonprofit attorney, and advocate with over 20 years of experience holding police to task for their wrongdoing. He’s fought human trafficking and litigated against out-of-control cops. 

But the incumbent, Chan, an attorney with the Asian Law Caucus, has many similar qualifications. She also has a proven track record on the Police Commission: she crafted the Crisis Intervention Team, tasked with de-escalating standoffs with mentally ill offenders; advocated language access in the police force; helped to revise rules protecting children at school facing arrest; and opposed arming police with tasers.

Both candidates have an extensive list of backers. District Attorney staffers, the Anti-Defamation League, advocates from the Chinatown Development Center, and Randy Shaw of the Tenderloin Housing Clinic all wrote to supervisors backing Hwang. The Guardian even named him a “local hero” in our Best of the Bay issue in 2004.

But the Coalition on Homelessness, San Francisco Women’s Political Committee, members of the Central Americans Resource Center, Board of Education President Sandra Fewer, the local NAACP, and even a retired police officer all backed Chan. The Guardian also named her a local hero, in 2010. 

A change.org petition calling for her reappointment to the commission has 255 signatures, as of this writing. 

Chan hasn’t yet given up the ghost.

“I’m hoping the full board will recognize I work extremely hard,” she told the Guardian. “I look after the community, especially those who are most marginalized.”

Though many issues have political bents and political sides, one aspect of this tussle reveals the power play behind the curtain: the two candidates are competing for one empty seat on the commission, when there are actually two seats vacant.

Why fight over just one seat? 

The answer lies in political motivations insiders would only outline for reporters on background. You see, in a city where many commissions (see: SFMTA) are fully appointed by the Mayor’s Office, and therefore beholden to his whims, the Police Commission has a mechanism to dilute that power — a minority of seats are appointed by the Board of Supervisors. The seat Chan and Hwang are fighting for is the supervisor appointed seat, and for now the mayor’s seat sits empty and uncontested.

Hwang was co-chair of Progress for All, which ran the Run, Ed, Run campaign for Lee’s mayoral candidacy. If the question was really just about making Hwang a commissioner, the mayor could appoint him today with a snap of his fingers. But that’s not the point.

Many insiders, including ones that seemingly support Hwang, told the Guardian that Mayor Ed Lee has plenty of reason to usher Chan out and appoint Hwang in her place. The SFPD long pushed for tasers but found a formidable opponent in Chan, and the mayor would benefit from police support next election, they said. Others said her combative style ruffled people’s feathers, a seemingly legitimate complaint until you consider more cooperative boards like the San Francisco Municipal Transportation Agency define “cooperative” by mostly voting in unison and with little discussion, coincidentally also often in agreement with the mayor’s positions.

Angela Chan asks an SFPD station captain if officers use verbal means to de-escalate situations. 

That’s why Chan is dangerous; she’s a freethinker, and a loud one at that. By pushing the supervisors to appoint Hwang, we were told, the mayor would unseat a potential political liability, and net a freebie commission seat appointment in the deal. 

Win-win.

This isn’t to say Hwang is a bad guy. He longs for public service (nicknaming his practice the Ronin Law Firm), and expressed disappointment in political power struggles beyond his control.

“For me it’s not about Angela, it’s about the police commission,” he told the Guardian. “To give Angela credit, I think the work she’s done on Crisis Intervention Team and language access are important issues.”

And for his part, he said that though many political entities aligned with political powerbroker Rose Pak are pushing for his appointment, he wouldn’t be beholden to her, or them.

“Are Chinatown issues important to me? Yes, they’re very important to me,” he said. “Am I going to answer to one or two folks just because of whoever they are? No. That would be putting my own 20 years of work aside to kowtow to one particular person over anyone else.”

Hwang told us Supervisor Eric Mar is asking the mayor to appoint him to the second vacant police commission seat, but if that effort isn’t successful Chan and Hwang will go head to head.

So the supervisors have a tough choice ahead of them, but for some, the decision is tougher than others.

Conflict of interest

Some of the supervisors have votes that are fair to guess at. Long time progressives like Sups. Mar, John Avalos, and David Campos are ideologically aligned with Chan, and have reason to vote in her favor. 

Chan needs six votes to be re-appointed to the commission, and some of those votes are up in the air.

Sups. Norman Yee, and Katy Tang voted to approve Chan in the Rules Committee, the first round before today’s Board of Supervisors vote. But that’s no guarantee they’ll vote for her again. 

Sup. Jane Kim has an odd conflict of interest. Ivy Lee, an attorney and one of Kim’s staffers, is Hwang’s romantic partner. The couple has three children together. He dedicated a brief he wrote for the Asian American Law Journal, “to my incredible partner Ivy Lee, who gave birth to our second son Kaiden, as I was writing the brief at the hospital.”

Is that conflict of interest grounds for Kim to recuse herself from the vote? Is it proper for her to vote to appoint her staffer’s partner to a political position? We reached out to Kim’s office but did not hear back from her before going to press. 

Board of Supervisors President David Chiu’s vote is also an open question. 

Chiu worked with Chan in 2011 to fight against the federal Secure Communities program, which as we then reported, was a database allowing the feds to circumvent local policies protecting local immigrants who have been arrested but not convicted of any crimes and deport them.

They were partners in the struggle for human rights. So will Chiu back his former ally, Chan, in her re-appointment?

We called, texted, and harangued Chiu to call us back, but did not hear from him before press time. To be fair, he’s running for the Assembly and was likely between one of his dozens of necessary appearances. He did have an aide call us back, but he was unable to give us a hint at which direction Chiu may vote in. 

Complicating his choice is a mix of allegiances. With so many former and current allies on both sides, Chiu will make someone angry no matter which potential police commissioner he votes for, insiders told us. 

And Chiu’s vote may be the deciding one. With real reform of the SFPD on the line, the stakes are higher than the fictional Game of Thrones.

Ultimately, Chiu will have to vote his conscience. 

Correction 3:28pm: The article earlier identified Ivy Lee as married to Victor Hwang. In actuality, Hwang and Lee are romantic partners who decided not to marry in direct protest of the LGBT community being denied the right to marry.

Update 6:50pm: The vote was cast, and Victor Hwang was appointed to the Police Commission in place of Angela Chan. Read our full story.

California, from scratch

0

esilvers@sfbg.com

I was 12 years old in 1996, which is the year Jawbreaker, the punk band that’s been (somewhat controversially) called “the sound of the Mission,” disbanded for good. I started listening to them about four years later, and really only started listening-listening to them, in the way that Jawbreaker fans listen to Jawbreaker — obsessively, open-veined, with every part of your body engaged — a few years after that, when I was in college in San Diego, 500 miles from the ’90s Bay Area punk scene that I had only just begun to realize was special once it (and I) was all but gone.

I suspect, however, and a few friends’ Jawbreaker-love stories have confirmed this, that it doesn’t matter how old you are when you start listening to Jawbreaker, because Jawbreaker songs — in the universality of their lyrical angst, wedged as they are in that the puzzle-piece-shaped sweet spot between well-crafted pop and sore throat-inducing (in singer Blake Schwarzenbach’s case, throat polyp-causing) punk rock — will make you feel like a teenager. And not in the hopeful, peppy way people usually mean when they say something “made them feel like a teenager.” I mean, really, confused, hormonal, nostalgic, angry, in love, frustrated, drunk, fist-in-air triumphant, wistful about something you can’t quite place, and generally just fucking waterlogged with feeling.

The band’s enduring popularity and the reverence with which it’s still treated among the ’90s punk/emo-loving population — Google image-search “Jawbreaker tattoo” if you don’t believe me — is certainly, in large part, thanks to that: As an adult, that mood gets harder to access; you don’t often stumble onto art which opens a portal into that level of emotion. Jawbreaker picks you up and hurls you down it before you know what’s happening.

Drummer Adam Pfahler, the driving force behind the past few years of remastered re-issues of Jawbreaker’s iconic albums (on his own label, Blackball Records) has been plenty busy since that band met its demise. He opened Lost Weekend Video on Valencia, and still works there a few days a week. He lives in Bernal Heights; he has two teenage daughters. He’s played in at least a dozen other bands, including J Church and Whysall Lane. So does it bug him that people still mainly associate him with Jawbreaker, some 18 years after they broke up?

“Not at all — I’m totally grateful for that band, and the fact that people still feel that strongly about it is insane,” says the drummer, during a phone interview in which he multi-tasks impressively: He has about 20 minutes before it’s time to run to an evening practice with his new band, California, and he’s making pasta for his kids while answering questions.

“I’m definitely not running from that legacy. I love it, and so do Blake [Schwarzenbach] and Chris [Bauermeister, Jawbreaker’s bassist],” he says. “It is a little funny because I’ve been playing all along…it’s just that certain things take hold or get seen better than others.”

Of course, certain things, like this new project, have the benefit of being able to attach the words “Ex-Jawbreaker/Green Day” to a flier or listing, as the Rickshaw Stop has advertised California’s April 24 show — the band’s third official outing — though Pfahler’s a bit uncomfortable with using his star power that way. Hopefully, he says, the band will be earning that buzz on its own soon enough.

After all, California, a three-piece, is something of a Bay Area punk supergroup: On guitar and vocals you have Green Day‘s Jason White, who, despite having played lead guitar on the band’s tours for the past decade or so, only “officially” became a member in 2012; he also shares guitar and vocal duties with Billie Joe Armstrong in the long-running side project (and supergroup of its own, in a way) Pinhead Gunpowder. Bass and backup vocals are courtesy of Dustin Clark of The Insides; Pfahler is on drums.

“I’d kind of been starting to do stuff under my own name in 2011, just to try writing my own songs again,” says White, noting that Green Day is on an “indefinite break” — though he did just get off the phone with Armstrong, who called to tell him about how crazy it was to play with the Replacements at Coachella the previous night. (White, with a laugh: “I hadn’t wanted to go at all but now I’m super jealous, and bummed that I wasn’t there.”)

White started playing out acoustically about three years ago, at places like the Hotel Utah. When he was asked to play a friend’s 40th birthday party, he invited Clark to play bass; Clark asked Pfahler, whom he’d been playing with (they’re old friends — also SF experimental rockers Erase Errata, featuring Clark’s wife, Bianca Sparta, on drums, used to play in the basement of Lost Weekend). All three are veterans of the scene; all three were excited about trying something new.

“I’m at a place where I just want to try any and everything, stretch out on my own, experiment with some different ideas,” says White, who says he’s also a huge Jawbreaker fan. “And all three of us have pretty distinct individual tastes, which has made for a really nice mix of the three, I think.”

california
California at the Hemlock Tavern earlier this month. Photo by Greg Schneider.

There’s no music online for fans to listen to or buy just yet — and thanks to a name cribbed from a novella by Pfahler’s friend, the writer Amra Brooks, the band’s virtually un-Googlable — but a handful of demos they’ve recorded suggest a leaning toward the poppier end of the spectrum than you might expect from these three. White’s vocals are clean, earnest, not trying too hard to be too much, reminiscent of the Promise Ring, or of the days (day?) before “emo” became code for whiny and tossed around like a dirty word; tight, punchy, early Green Day-esque bridges and hooks are grounded, kept from being overly sugary by the heft of the rhythm section.

“This is very much a new band, in the garage band sense of the word — I’m happy to pester people with texts and emails to get them to come see our shows, because I’m really proud of this one,” says Pfahler. It’s an especially collaborative band, he says, which tend to be the kind he enjoys — as opposed to “just being the guy back there, being told to count to four.” They have plans to record in the next few months, but right now is the best part, says Pfahler: seeing what works and what doesn’t after hours of practicing, seeing how people react at live shows, when the songs are still malleable. “It’s a little like the early, fun part of a relationship,” is how White puts it. Pfahler: “If you’re fortunate enough to have the opportunity to play them out this early on in the process, once you record it’s almost like the death of those songs.”

Pfahler does feel fortunate, in a number of ways. As a longtime Mission District resident and business owner, he’s had a front-row seat for the neighborhood’s drastic changes over the past two decades. Is he tired of the conversation about gentrification?

“I am a little tired of it, but I’m no less passionate about how I feel,” he says. “It’s harsh. It limits things. We’re feeling that in the shop in a very real way, and certainly people are buying fewer records — but they’re paying for high cuisine, organic wine, you know. There’s no shortage of new bands screaming about this stuff, and they definitely have something to be mad about. It’s good fodder for angry music. When Jawbreaker settled here it was a pretty fertile time; you could get things going back then. I mean, the practice space I use now is shared between 13 people, and it costs more than my first apartment did. And there’s no bathroom! It would definitely be tough to be a kid trying to make music here.”

“At the same time, I think my kids are lucky to be here,” he says, as he beckons one of them to the stove to test the pasta. “Even with this craziness going on. They get around on public transportation, they go to shows. They’re going to be the backlash. They’re smart kids and they have really good bullshit detectors.

“That generation, I have a lot of hope for.”

CALIFORNIA
With El Terrible and Vela Eyes
Thu/24, 8pm, $10
Rickshaw Stop
155 Fell, SF
www.rickshawstop.com

Also: We’d be remiss to not mention the musical offerings the SFIFF has planned this year: Thao and the Get Down Stay Down and Stephen Merritt of the Magnetic Fields will each be performing live original scores during film festival offerings, on Tue/29 and Tue/6, respectively, at the Castro Theatre. Cross-media creative pollination never sounded so sweet. For tickets: http://tinyurl.com/l8srz9j

Politics over policy

97

Joe@sfbg.com

Paid Sunday parking meters were unanimously repealed by the San Francisco Municipal Transportation Agency Board of Directors on April 15.

Sunday meters will be free starting July 1, a losing proposition for many, including seniors and people with disabilities who advocated for free Muni passes at the same SFMTA meeting.

There’s a dire need. Betty Trainer, board president of Seniors & Disability Action, relayed a senior’s story printed on one of 500 cards collected by her advocacy group.

“I’m often cold and can’t walk like I used to,” Trainer read aloud. “Most days I’m stuck in my room on my own. Help me out. No one should be a recluse for lack of money.”

In increasingly expensive San Francisco, seniors and people with disabilities often can’t afford to take a bus. They asked the SFMTA board to grant them mobility, but were denied.

Tom Nolan, president of the SFMTA Board of Directors, said it would be a matter of “when, not if” the board would revisit funding free Muni for elderly and disabled passengers, and would likely take up the question again in January.

Yet many who spoke out at the meeting hammered home the point that paid Sunday meters could have easily covered the cost of such a program.

Meanwhile, a SFMTA study found that paid Sunday meters also made life easier for drivers and business proprietors. So why would the SFMTA board vote down a measure with so many benefits?

Ultimately, the decision on Sunday meters stemmed from political pressure from the Mayor’s Office. The vote reflects decision-making not predicated on whether the policy worked or not, but whether it could be sacrificed to gain political leverage.

 

GOOD FOR EVERYBODY

The SFMTA’s December 2013 “Evaluation of Sunday Parking Management” study may not sound like entertaining bedtime reading, but the report identifies surprising biggest winner of the paid Sunday meter program: drivers.

“It is now easier to find parking spaces in commercial and mixed use areas on Sundays,” the report begins. Between 2012 and 2013, the average parking availability on Sunday doubled during metered hours, increasing from 15 percent to 31 percent. Parking search times were lowered as well.

Sunday drivers in 2012 spent an average of 14 minutes circling for a spot; in 2013, the average was dramatically reduced to four minutes.

That created a ripple effect benefiting businesses too, as higher turnover meant more customers cycling through parking spaces, something the business advocates have pointed out.

“You can drive into merchant areas now where you couldn’t before,” Jim Lazarus, senior vice president of public policy at the San Francisco Chamber of Commerce, told us in an interview for a previous story.

Paid Sunday meters also provided sorely needed funding for Muni.

The SFMTA’s most recent budget projection anticipated that paid Sunday meters would yield as much as $11 million. The already approved Free Muni for Youth program and the stalled free Muni for seniors and people with disabilities program would cost Muni about $9 million, all told.

That nearly direct cost correlation could be the reason why the free Muni issue got wrapped into arguments against repealing paid Sunday meters.

“To some people $23 may not be much, but to [seniors], every penny counts,” Pei Juan Zheng, vice president of the Community Tenants Association, told the board. She spoke in Cantonese, through a interpreter. “I know some senior couples who can only afford one Muni pass and share it, taking turns to go on doctor’s visits.”

meterbigSo paid parking meters benefit many diverse constituents, and even SFMTA Executive Director Ed Reiskin publicly favored them. Making Sunday meters free again wasn’t Reiskin’s idea, he told us back in February.

That order came straight from Mayor Ed Lee.

 

POLITICAL MINDS

Lee’s statement to the press the day after the meters were repealed said it all.

“Repealing Sunday parking meters is about making San Francisco a little more affordable for our families and residents on Sunday, plain and simple,” Lee wrote. “Instead of nickel and diming our residents at the meter on Sunday, let’s work together to support comprehensive transportation funding measures this year and in the future that will invest in our City’s transportation system for pedestrians, bicyclists, transit riders and drivers alike.”

Lee’s reasoning doesn’t address Sunday meters as policy, but as political fallout.

Two initiatives seeking funds for Muni are headed for the November ballot. In public statements, Lee repeatedly expressed fear that keeping in place Sunday meter fees, which generate revenue for Muni, would dissuade car-bound voters from supporting more funding for Muni at the polls.

The SFMTA board didn’t even pretend to vote against the measure for its policy merits, instead vocalizing what insiders already knew: Mayor Lee wanted the paid meters killed.

“We need to take a step back and make sure we win in November,” said Joel Ramos, an SFMTA director, moments before the vote.

“I know Mayor Lee has some of the best political minds in his office,” Cheryl Brinkman, another SFMTA director, chimed in. “Lee is certain this will help us in November and help us with our ballot measures.”

It seems these “best political minds” had greater sway in the end than SFMTA’s own policy reports on funding and benefits brought by Sunday meters.

 

VOTING FOR THE MAYOR

The SFMTA Board of Directors is appointed solely by the mayor. Efforts in 2010 to reform the body to be a mix of appointments from the Board of Supervisors and the Mayor’s Office went nowhere.

So as things stand, SFMTA directors’ chances of reappointment depend upon the will of the mayor.

After the SFMTA board voted on Sunday meters, we phoned Brinkman to ask if Lee’s appointment power swayed her vote on paid Sunday meters. She dismissed the idea, saying, “I have really strong confidence in this MTA board.”

But Brinkman did say she was told by the Mayor’s Office, though not the mayor himself, that Lee wanted to “kind of give people a break.”

Past SFMTA directors have run afoul of the mayor’s wishes on parking meter issues before. In 2010, StreetsBlog SF wrote how then-SFMTA director Bruce Oka was called into then-Mayor Gavin Newsom’s office for a stern scolding after he publicly backed extending paid parking meter hours.

“I don’t know if you’ve heard this about the Mayor’s Office, but they tend to be a little aggressive when they want people to be in line with the mayor,” Oka told StreetsBlog SF.

Notably, Lee opted to not reappoint Oka, instead appointing Cristina Rubke, whose sole political experience beforehand was advocating in public comment for the America’s Cup, according to SF Weekly. Oka was unavailable for comment for this story.

It’s not an unreasonable reach to say Oka’s frequent outspoken opposition to the positions of sitting mayors may have cost him his reappointment.

And Oka’s story raises another question: Does the SFMTA genuflect to the wishes of the Mayor’s Office? A look at past SFMTA board votes shows members’ startling consensus with the mayor, and with each other, for an ostensibly political board.

On smaller projects where one may expect political agreement, it’s there: The SFMTA board voted unanimously in 2011 to convert a portion of Haight Street for two-bus lanes, and in 2012 the board voted unanimously to approve Oak and Fell streets bike lanes.

But the board votes unanimously on more politically divisive matters too. Earlier this year, the commuter shuttle pilot program was greeted with controversy centered on Google buses. The packed SFMTA board meeting was perhaps one of the most contentious in recent memory, with those delivering public comment split between favoring the pilot program, or not.

But despite the fractious debate, the board voted unanimously to enact the commuter shuttle pilot program, a project the mayor had publicly championed.

“I don’t want to give anyone the impression that this mayor pressures the MTA board,” Brinkman told us. “This mayor,” she said, “really doesn’t.”

Before the vote, directors Ramos and Brinkman both acknowledged paid Sunday meters offer many benefits for drivers, but said the SFMTA failed to make the political argument for those benefits.

“We need to regroup and better explain parking management,” Brinkman told us in a phone interview. “Not just to the people who park but the Board of Supervisors, and even up to the Mayor’s Office.”

But even the directors who spoke favorably about paid Sunday meters voted to repeal them.

Hours after the public comment session finally wound to an end, it was time for SFMTA board members to vote on Sunday meters. Rather than discussing pros and cons, they swiftly rejected the program. And, in a move that should surprise no one, they voted unanimously.

SFBG Wrap, April 16-23

0

BART FINED FOR WORKERS’ DEATHS

The California Occupational Safety and Health Administration has fined Bay Area Rapid Transit for three “willful/serious” safety violations in connection with the death of two transit workers last October, saying BART is at fault due to a lack of safety measures.

“Safety standards are designed to save lives,” acting Cal/OSHA chief Juliann Sum said in a statement, “and they were not followed.”

The transit workers were killed in the final days of the BART strike. The accident claimed the lives of Christopher Sheppard, a BART manager and member of the AFSCME union, and Larry Daniels, a contractor, who had been inspecting a “dip in the rail” before they were hit by an oncoming train.

The workers were required to go through what’s called a Simple Approval process to get permission to work on the track, but the OSHA citation seized on that process as a dangerous underlying factor in the fatal accident.

“Employer’s control method, namely the ‘Simple Approval’ procedure, does not safeguard personnel working on tracks during railcar movement,” the citation reads. “The employer allowed workers to conduct work on the railway tracks where trains were traveling. The employees had no warning that a train moving at more than 65 miles-per-hour was … approaching the location where they were working.”

BART General Manager Grace Crunican quickly issued a statement. “Passenger and employee safety is our top priority at BART,” Crunican said. “BART has fundamentally upgraded its safety procedures with the implementation of an enhanced wayside safety program and a proposed budget investment of over $5 million.” She added that Cal/OSHA considered the safety violations to be “abated” in light of these changes, “meaning that none … pose continuing safety hazards.”

Simple Approval has since been terminated, BART spokesperson Alicia Trost told the Guardian. “BART permanently eliminated Simple Approval immediately following the tragic deaths,” she said. “We are also implementing the extra layers of protection for track workers.”

Notably, the two workers were killed during BART management’s attempt to train managers to operate trains during the strike, according to the National Transportation Safety Board, which continues to investigate the incident. (Joe Fitzgerald Rodriguez)

SORRY STATE OF PUBLIC HOUSING

Sup. London Breed has proposed setting aside city funding to renovate vacant and dilapidated public housing units, in an effort to quickly make housing available for homeless families in the face of a dire shortage.

At the April 15 Board of Supervisor’s meeting, Breed cited an anticipated budget surplus and called for the Controller and City Attorney to begin drafting a supplemental budgetary appropriation of $2.6 million, for renovating 172 San Francisco Housing Authority units sitting vacant.

“There are over 40 public housing developments in San Francisco, and given the decades of mismanagement and financial neglect that public housing has endured, many units are currently not available for San Franciscans to live in,” Breed said. “As we grapple with an unprecedented affordability crisis and an acute shortage of housing, particularly affordable housing, these fallow public housing units represent one of our best and cheapest opportunities to make housing available now.” Breed, who represents District 5, previously lived in San Francisco public housing.

The Housing Authority receives its funding through the federal government, but spokesperson Rose Marie Dennis said those federal dollars don’t stretch far enough for the agency to perform routine restoration of vacant units. “We have to work with the resources that we have,” she said.

According to an analysis by Budget & Legislative Analyst Harvey Rose, the city has lost $6.3 million in rent that could have been collected had its empty public housing units been occupied.

The day after Breed floated her proposal for a budgetary supplemental, tragedy struck at Sunnydale, the Housing Authority’s largest housing development, when a deadly fire claimed the lives of a 32-year-old resident and her 3-year-old son. The cause of the fire is under investigation, but a San Francisco Chronicle report noted that the Housing Authority had planned to rebuild Sunnydale for years due to its poor condition.

The following day, April 17, Mayor Ed Lee announced that emergency funding of $5.4 million had been identified through the Mayor’s Office of Housing and Community Development, to address serious deferred maintenance needs — such as busted elevators in apartment complexes where disabled seniors rely on wheelchairs and canes to get around. (Rebecca Bowe)

SUPES OUTFOX LANDLORDS

When the San Francisco Board of Supervisors gave final approval April 15 for legislation to substantially increase landlord payments to tenants in the case of Ellis Act evictions, it reflected a key change designed to counter a recent eviction push by landlords.

Winning approval on a 9-2 vote, with Sups. Mark Farrell and Katy Tang opposed, the legislation increases the current required relocation payments of $5,265 per person or $15,795 per unit (plus an additional $3,510 for those with disabilities or over age 62) up to the equivalent of two years’ rent for a comparable unit. That translates to tens of thousands of dollars.

For example, the Controller’s Office calculates that a family evicted from a two-bedroom apartment in the Mission District rented at $909 per month would be entitled to $44,833 in relocation payment.

The legislation was originally scheduled to go into effect 120 days after passage, in order to give city officials enough time to implement it. But when sponsoring Sup. David Campos heard landlords were rushing to evict tenants prior to the fee increase, he checked in with the City Attorney’s Office and other departments to see whether they could be ready sooner. After getting the green light, Campos amended the measure to go into effect 30 days after it’s enacted into law.

The question now is whether Mayor Ed Lee, who has not taken a position on the legislation, will act quickly to sign it. He was initially given 10 days to decide. Since a veto-proof majority approved the legislation, the mayor’s decision is to either grant approval or stall the inevitable, triggering more evictions at lower levels of relocation assistance. (Steven T. Jones)

POLICE TAPES BROUGHT TO LIGHT

Police radio dispatch records from March 21, the night 28-year-old Alejandro Nieto was gunned down in Bernal Heights Park by San Francisco Police Department officers, had been impossible to obtain despite requests from journalists, attorneys, and community members who had ties to Nieto.

Then, incredibly — thanks to a combination of tenacious reporting and the website Broadcastify.com — the radio dispatch audio popped up in a news report on KQED’s website.

Originally captured in real-time by a website works like an automatic police scanner and preserves all files, the recordings offer a rare, behind-the-scenes glimpse of what occurred in the moments leading up to the highly controversial officer-involved shooting.

The SFPD’s account of the incident is that officers opened fire in defense of their own lives because Nieto pointed a Taser at them, causing them to believe he was tracking them with a firearm.

But the audio files that have now surfaced reflect no mention of a suspect brandishing a weapon.

The first mention of a “221” — police code for person with a gun — is to relate a 911 caller’s description of a Latino male suspect, who has “got a gun on his hip, and is pacing back and forth on the north side of the park near a chain-linked fence.” Just before the shooting, a voice can be heard saying over the radio, “There’s a guy in a red shirt, way up the hill, walking toward you guys.” Several seconds later, another voice calmly states, “I got a guy right here.”

Twenty-six seconds after that, a person can be heard shouting, “Shots fired! Shots fired!”

“What’s very telling is that none of the people are saying, the guy had a gun, he pointed it at us,” said attorney Adante Pointer of the law office of John Burris, which is preparing to file a complaint on behalf of Nieto’s family against the SFPD. “It begs the question, did [Nieto] do what they said he did?”

“If this was a righteous shooting,” Pointer added, “then [SFPD] … shouldn’t have any fear of public scrutiny.”

Friends and supporters of Nieto have led marches to protest the shooting and set up a website for ongoing events, justice4alexnieto.org. (Rebecca Bowe)

 

Hold BART accountable for deaths

1

EDITORIAL

Bay Area Rapid Transit made a deadly miscalculation last year — one that built on years of reckless decisions to value efficiency over safety — and nobody was ever held accountable. That’s not acceptable for a public agency, and it’s time for the people who made these decisions and the elected officials who enabled them to come clean and make amends.

Last year’s contentious contract negotiations between BART management and employees was marked by an ugly union-bashing media strategy and dangerous brinksmanship that forced two strikes. During the second strike in October, two BART workers were killed by a train operated by someone management was training to run replacement service to break the unions.

Whether that driver’s inexperience directly caused the deaths is still being investigated by the National Transportation Safety Board, but we do know that this tragedy was a direct result of the “simple approval process” that made these workers responsible for their own safety even though they couldn’t see or hear a train coming with enough time to safely get out of the way.

California’s Division of Occupational Safety and Health has been battling with BART for years to change this dangerous procedure that had killed workers before, but BART chose to aggressively litigate the mandate at every turn instead doing the right thing, finally acceding after these latest avoidable deaths.

DOSH last week concluded its investigation of the October deaths, finding BART guilty of “willful/serious” safety violations and leveling the maximum fine allowed by law, a mere $210,000. Civil wrongful death settlements are likely to reach into the millions of dollars, and the NTSB could soon bring more punishment down on BART.

But real accountability begins at home. This reckless management strategy should be an issue in every one of this year’s reelection races for BART’s Board of Directors, each of whom are culpable and none of whom have challenged the decisions by General Manager Grace Crunican and Assistant Manager of Operations Paul Oversier in any serious public way.

This arrogant agency has abused the public trust and been hostile to reasonable public oversight, whether that involves its trigger-happy Police Department or its callous disregard for the safety of workers and riders, something its unions have been calling out for many years.

The California Assembly Committee on Labor and Employment unveiled damning evidence of BART’s lax safety culture during a hearing in November, and it’s time for the Legislature to follow up and give DOSH the authority and funding it needs to hold BART and other serial safety violators accountable.

Voters should also consider replacing current elected directors this fall (we’ll offer our endorsements then), giving special consideration to those who want to clean house and change a management culture that is hostile to safety and its workers.

BART fined $210,000 for accident killing two workers

18

The California Occupational Safety and Health Administration is fining Bay Area Rapid Transit $210,000 for three “willful/serious” safety violations connected to the death of two transit workers, citing a lack of safety measures at BART as the fault of their deaths. BART was fined maximum amounts allowed for the offenses, officials said. 

“Employers have a responsibility to ensure worker safety,” acting Cal/OSHA Chief Juliann Sum said in a statement. “Safety standards are designed to save lives and they were not followed.”

Two transit workers were killed October last year during the final days of the BART strike. As we reported then, Christopher Sheppard, a BART manager and member of the AFSCME union, and Larry Daniels, a contractor, were inspecting a “dip in the rail” before they were hit by an oncoming train. The two workers were required to go through what’s called a Simple Approval process to get permission to work on the track.

It’s that Simple Approval process that came under fire in the citation.

“Employer’s control method, namely the ‘Simple Approval’ procedure, does not safeguard personnel working on tracks during railcar movement,” the citation reads. “The employer allowed workers to conduct work on the railway tracks where trains were travelling in excess of sixty-five (65) miles-per-hour.”

“The employees had no warning that a train moving at more than 65 miles-per-hour was on the C1 railway track approaching the location where they were working.”

BART General Manager Grace Crunican quickly issued a statement.

“Passenger and employee safety is our top priority at BART.  BART has fundamentally upgraded its safety procedures with the implementation of an enhanced wayside safety program and a proposed budget investment of over $5 million in additional resources to bolster BART’s safety performance,” she said. “Cal/OSHA has informed BART these changes correct the concerns which are at the heart of their citations, designating the issues as ‘abated,’ meaning that none are continuing violations or pose continuing safety hazards.”

The statement goes on to say that BART meets CPUC safety standards, though as we’ve seen with PG&E (San Bruno) and Uber (the New Year’s Eve death of Sofia Liu), those standards have been demonstrated to be at times, lax. 

The three violations were deemed “abated” within the citaiton. The citation tasked BART with reassigning job assignments of untrained personell, not allowing unqualified workers near energized equipment and facilities, and “controls to safeguard personell during railcar movement shall be instituted.”

Simple Approval has since been terminated, BART Spokesperson Alicia Trost told the Guardian.

BART permanantly eliminated Simple Approval immediately following the tragic deaths,” she said. “We now require work orders for anyone who goes wayside.  We are also implementing the extra layers of protection for track workers.”

Notably, the two workers were killed as BART management attempted to train managers to operate trains during the strike, according to the National Transportation Safety Board, who is investigating the incident.

lighting

Left, a dimly lit BART tunnel. Right, an oncoming train. BART has been cited for safety issues by CAL/OSHA before, including lighting issues which some say led to the death of another BART worker years ago.

The citation specifically lambasts flimsy safety process of Simple Approval, the process workers formerly used to keep the Operations Control Center “aware of the presence of personnel in a specified location in the trackway,” according to BART training manuals. When workers are preparing to work on a track, they recited the simple approval to the Operations Control Center, also known as central control. It works like signing a waiver, saying that you understand the rules of safety, and more importantly, that you can work on the track without diverting trains. 

This isn’t the first time BART has run afoul of CAL/OSHA citations, they’ve racked up over 20 in the past years. A hearing held shortly after the two workers’ death also brought many of these problems to light.

Shortly after the accident, Saul Almanza, a longtime BART safety trainer, told us the section of track the two workers died on crested the hill a little bit.” Having a sight line is important, he said, because you can’t use your ears to hear a train coming.

“It’s like a jet flying over you, you don’t hear it until it’s past you,” he explained. “I always teach in my class: ‘You don’t listen for trains, you look for trains.’”

Below we’ve embedded the citations issued to BART.

Bay Area Rapid Transit (BART) citations for death of two workers from CAL/OSHA by FitztheReporter

Save the world, work less

56

steve@sfbg.com

Save the world, work less. That dual proposition should have universal appeal in any sane society. And those two ideas are inextricably linked by the realities of global climate change because there is a direct connection between economic activity and greenhouse gas emissions.

Simply put, every hour of work we do cooks the planet and its sensitive ecosystems a little bit more, and going home to relax and enjoy some leisure time is like taking this boiling pot of water off the burner.

Most of us burn energy getting to and from work, stocking and powering our offices, and performing the myriad tasks that translate into digits on our paychecks. The challenge of working less is a societal one, not an individual mandate: How can we allow people to work less and still meet their basic needs?

This goal of slowing down and spending less time at work — as radical as it may sound — was at the center of mainstream American political discourse for much of our history, considered by thinkers of all ideological stripes to be the natural endpoint of technological development. It was mostly forgotten here in the 1940s, strangely so, even as worker productivity increased dramatically.

But it’s worth remembering now that we understand the environmental consequences of our growth-based economic system. Our current approach isn’t good for the health of the planet and its creatures, and it’s not good for the happiness and productivity of overworked Americans, so perhaps it’s time to revisit this once-popular idea.

Last year, there was a brief burst of national media coverage around this “save the world, work less” idea, triggered by a report by the Washington DC-based Center for Economic and Policy Research, entitled “Reduced Work Hours as a Means of Slowing Climate Change.”

“As productivity grows in high-income, as well as developing countries, social choices will be made as to how much of the productivity gains will be taken in the form of higher consumption levels versus fewer work hours,” author David Rosnick wrote in the introduction.

He notes that per capita work hours were reduced by 50 percent in recent decades in Europe compared to US workers who spend as much time as ever on the job, despite being a world leader in developing technologies that make us more productive. Working more means consuming more, on and off the job.

“This choice between fewer work hours versus increased consumption has significant implications for the rate of climate change,” the report said before going on to study various climate change and economic growth models.

It isn’t just global warming that working less will help address, but a whole range of related environmental problems: loss of biodiversity and natural habitat; rapid depletion of important natural resources, from fossil fuel to fresh water; and the pollution of our environment with harmful chemicals and obsolete gadgets.

Every day that the global workforce is on the job, those problems all get worse, mitigated only slightly by the handful of occupations devoted to cleaning up those messes. The Rosnick report contemplates only a slight reduction in working hours, gradually shaving a few hours off the week and offering a little more vacation time.

“The paper estimates the impact on climate change of reducing work hours over the rest of the century by an annual average of 0.5 percent. It finds that such a change in work hours would eliminate about one-quarter to one-half of the global warming that is not already locked in (i.e. warming that would be caused by 1990 levels of greenhouse gas concentrations already in the atmosphere),” the report concludes.

What I’m talking about is something more radical, a change that meets the daunting and unaddressed challenge that climate change is presenting. Let’s start the discussion in the range of a full day off to cutting our work hours in half — and eliminating half of the wasteful, exploitive, demeaning, make-work jobs that this economy-on-steroids is creating for us, and forcing us to take if we want to meet our basic needs.

Taking even a day back for ourselves and our environment will seem like crazy-talk to many readers, even though our bosses would still command more days each week than we would. But the idea that our machines and other innovations would lead us to work far less than we do now — and that this would be a natural and widely accepted and expected part of economic evolution — has a long and esteemed philosophical history.

Perhaps this forgotten goal is one worth remembering at this critical moment in our economic and environmental development.

 

HISTORY LESSON

Author and historian Chris Carlsson has been beating the “work less” drum in San Francisco since Jimmy Carter was president, when he and his fellow anti-capitalist activists decried the dawning of an age of aggressive business deregulation that continues to this day.

They responded with creative political theater and protests on the streets of the Financial District, and with the founding of a magazine called Processed World, highlighting how new information technologies were making corporations more powerful than ever without improving the lives of workers.

“What do we actually do all day and why? That’s the most basic question that you’d think we’d be talking about all the time,” Carlsson told us. “We live in an incredibly powerful and overarching propaganda society that tells you to get your joy from work.”

But Carlsson isn’t buying it, noting that huge swaths of the economy are based on exploiting people or the planet, or just creating unproductive economic churn that wastes energy for its own sake. After all, the Gross Domestic Product measures everything, the good, the bad, and the ugly.

“The logic of growth that underlies this society is fundamentally flawed,” Carlsson said. “It’s the logic of the cancer cell — it makes no sense.”

What makes more sense is to be smart about how we’re using our energy, to create an economy that economizes instead of just consuming everything in its path. He said that we should ask, “What work do we need to do and to what end?”

We used to ask such questions in this country. There was a time when working less was the goal of our technological development.

“Throughout the 19th century, and well into the 20th, the reduction of worktime was one of the nation’s most pressing issues,” professor Juliet B. Schor wrote in her seminal 1991 book The Overworked American: The Unexpected Decline of Leisure. “Through the Depression, hours remained a major social preoccupation. Today these debates and conflicts are long forgotten.”

Work hours were steadily reduced as these debates raged, and it was widely assumed that even greater reductions in work hours was all but inevitable. “By today, it was estimated that we could have either a 22-hour week, a six-month workyear, or a standard retirement age of 38,” Schor wrote, citing a 1958 study and testimony to Congress in 1967.

But that didn’t happen. Instead, declining work hours leveled off in the late 1940s even as worker productivity grew rapidly, increasing an average of 3 percent per year 1948-1968. Then, in the 1970s, workers in the US began to work steadily more hours each week while their European counterparts moved in the opposite direction.

“People tend to think the way things are is the way it’s always been,” Carlsson said. “Once upon a time, they thought technology would produce more leisure time, but that didn’t happen.”

Writer David Spencer took on the topic in a widely shared essay published in The Guardian UK in February entitled “Why work more? We should be working less for a better quality of life: Our society tolerates long working hours for some and zero hours for others. This doesn’t make sense.”

He cites practical benefits of working less, from reducing unemployment to increasing the productivity and happiness of workers, and cites a long and varied philosophical history supporting this forgotten goal, including opposing economists John Maynard Keynes and Karl Marx.

Keynes called less work the “ultimate solution” to unemployment and he “also saw merit in using productivity gains to reduce work time and famously looked forward to a time (around 2030) when people would be required to work 15 hours a week. Working less was part of Keynes’s vision of a ‘good society,'” Spencer wrote.

“Marx importantly thought that under communism work in the ‘realm of necessity’ could be fulfilling as it would elicit and harness the creativity of workers. Whatever irksome work remained in realm of necessity could be lessened by the harnessing of technology,” Spencer wrote.

He also cited Bertrand Russell’s acclaimed 1932 essay, “In Praise of Idleness,” in which the famed mathematician reasoned that working a four-hour day would cure many societal ills. “I think that there is far too much work done in the world, that immense harm is caused by the belief that work is virtuous, and that what needs to be preached in modern industrial countries is quite different from what always has been preached,” Russell wrote.

Spencer concluded his article by writing, “Ultimately, the reduction in working time is about creating more opportunities for people to realize their potential in all manner of activities including within the work sphere. Working less, in short, is about allowing us to live more.”

 

JOBS VS. WORK

Schor’s research has shown how long working hours — and the uneven distribution of those hours among workers — has hampered our economy, hurt our environment, and undermined human happiness.

“We have an increasingly poorly functioning economy and a catastrophic environmental situation,” Schor told us in a phone interview from her office at Boston College, explaining how the increasingly dire climate change scenarios add urgency to talking about how we’re working.

Schor has studied the problem with other researchers, with some of her work forming the basis for Rosnick’s work, including the 2012 paper Schor authored with University of Alabama Professor Kyle Knight entitled “Could working less reduce pressures on the environment?” The short answer is yes.

“As humanity’s overshoot of environmental limits become increasingly manifest and its consequences become clearer, more attention is being paid to the idea of supplanting the pervasive growth paradigm of contemporary societies,” the report says.

The United States seems to be a case study for what’s wrong.

“There’s quite a bit of evidence that countries with high annual work hours have much higher carbon emissions and carbon footprints,” Schor told us, noting that the latter category also takes into account the impacts of the products and services we use. And it isn’t just the energy we expend at work, but how we live our stressed-out personal lives.

“If households have less time due to hours of work, they do things in a more carbon-intensive way,” Schor said, with her research finding those who work long hours often tend to drive cars by themselves more often (after all, carpooling or public transportation take time and planning) and eat more processed foods.

Other countries have found ways of breaking this vicious cycle. A generation ago, Schor said, the Netherlands began a policy of converting many government jobs to 80 percent hours, giving employees an extra day off each week, and encouraging many private sector employers to do the same. The result was happier employees and a stronger economy.

“The Netherlands had tremendous success with their program and they’ve ended up with the highest labor productivity in Europe, and one of the happiest populations,” Schor told us. “Working hours is a triple dividend policy change.”

By that she means that reducing per capita work hours simultaneously lowers the unemployment rate by making more jobs available, helps address global warming and other environmental challenges, and allows people to lead happier lives, with more time for family, leisure, and activities of their choosing.

Ironically, a big reason why it’s been so difficult for the climate change movement to gain traction is that we’re all spending too much time and energy on making a living to have the bandwidth needed to sustain a serious and sustained political uprising.

When I presented this article’s thesis to Bill McKibben, the author and activist whose 350.org movement is desperately trying to prevent carbon concentrations in the atmosphere from passing critical levels, he said, “If people figure out ways to work less at their jobs, I hope they’ll spend some of their time on our too-often neglected work as citizens. In particular, we need a hell of a lot of people willing to devote some time to breaking the power of the fossil fuel industry.”

world

That’s the vicious circle we now find ourselves in. There is so much work to do in addressing huge challenges such as global warming and transitioning to more sustainable economic and energy systems, but we’re working harder than ever just to meet our basic needs — usually in ways that exacerbate these challenges.

“I don’t have time for a job, I have too much work to do,” is the dilemma facing Carlsson and others who seek to devote themselves to making the world a better place for all living things.

To get our heads around the problem, we need to overcome the mistaken belief that all jobs and economic activity are good, a core tenet of Mayor Ed Lee’s economic development policies and his relentless “jobs agenda” boosterism and business tax cuts. Not only has the approach triggered the gentrification and displacement that have roiled the city’s political landscape in the last year, but it relies on a faulty and overly simplistic assumption: All jobs are good for society, regardless of their pay or impact on people and the planet.

Lee’s mantra is just the latest riff on the fabled Protestant work ethic, which US conservatives and neoliberals since the Reagan Era have used to dismantle the US welfare system, pushing the idea that it’s better for a single mother to flip our hamburgers or scrub our floors than to get the assistance she needs to stay home and take care of her own home and children.

“There is a belief that work is the best form of welfare and that those who are able to work ought to work. This particular focus on work has come at the expense of another, far more radical policy goal, that of creating ‘less work,'” Spencer wrote in his Guardian essay. “Yet…the pursuit of less work could provide a better standard of life, including a better quality of work life.”

And it may also help save us from environmental catastrophe.

 

GLOBAL TIPPING POINT

The Intergovernmental Panel on Climate Change, the top research body on the issue recognized by the United Nations, recently released its fifth report summarizing and analyzing the science and policies around climate change, striking a more urgent tone than in previous reports.

On April 13 at a climate conference in Berlin, the panel released a new report noting that greenhouse gas emissions are rising faster than ever and urgent action is needed in the next decade to avert a serious crisis.

“We cannot afford to lose another decade,” Ottmar Edenhofer, a German economist and co-chairman of the committee that wrote the report, told The New York Times. “If we lose another decade, it becomes extremely costly to achieve climate stabilization.”

After the panel released an earlier section of the report on March 31, it wrote in a public statement: “The report concludes that responding to climate change involves making choices about risks in a changing world. The nature of the risks of climate change is increasingly clear, though climate change will also continue to produce surprises.”

The known impacts will be displaced populations in poor countries inundated by rising seas, significant changes to life-supporting ecosystems (such as less precipitation in California and other regions, creating possible fresh water shortages), food shortages from loss of agricultural land, and more extreme weather events.

What we don’t yet know, these “surprises,” could be even scarier because this is such uncharted territory. Never before have human activities had such an impact on the natural world and its delicate balances, such as in how energy circulates through the world’s oceans and what it means to disrupt half of the planet’s surface area.

Researchers have warned that we could be approaching a “global tipping point,” in which the impact of climate change affects other systems in the natural world and threatens to spiral out of control toward another mass extinction. And a new report funded partially by the National Science Foundation and NASA’s Goodard Space Center combines the environmental data with growing inequities in the distribution of wealth to warn that modern society as we know it could collapse.

“The fall of the Roman Empire, and the equally (if not more) advanced Han, Mauryan, and Gupta Empires, as well as so many advanced Mesopotamian Empires, are all testimony to the fact that advanced, sophisticated, complex, and creative civilizations can be both fragile and impermanent,” the report warned.

It cites two critical features that have triggered most major societal collapses in past, both of which are increasingly pervasive problems today: “the stretching of resources due to the strain placed on the ecological carrying capacity”; and “the economic stratification of society into Elites [rich] and Masses (or ‘Commoners’),” which makes it more difficult to deal with problems that arise.

Both of these problems would be addressed by doing less overall work, and distributing the work and the rewards for that work more evenly.

 

SYSTEMIC PROBLEM

Carol Zabin — research director for the Center for Labor Research and Education at UC Berkeley, who has studied the relation between jobs and climate change — has some doubts about the strategy of addressing global warming by reducing economic output and working less.

“Economic activity which uses energy is not immediately correlated with work hours,” she told us, noting that some labor-saving industrial processes use more energy than human-powered alternatives. And she also said that, “some leisure activities could be consumptive activities that are just as bad or worse than work.”

She does concede that there is a direct connection between energy use and climate change, and that most economic activity uses energy. Zabin also said there was a clear and measurable reduction in greenhouse gas emissions during the Great Recession that began with the 2008 economic crash, when economic growth stalled and unemployment was high.

“When we’re in recessions and output and consumption slow, we see a reduction in impact on the climate,” Zabin said, although she added, “They’re correlated, but they’re not causal.”

Other studies have made direct connections between work and energy use, at least when averaged out across the population, studies that Rosnick cited in his study. “Recent work estimated that a 1 percent increase in annual hours per employee is associated with a 1.5 percent increase in carbon footprint,” it said, citing the 2012 Knight study.

Zabin’s main stumbling block was a political one, rooted in the assumption that American-style capitalism, based on conspicuous consumption, would continue more or less as is. “Politically, reducing economic growth is really, really unviable,” she told us, noting how that would hurt the working class.

But again, doesn’t that just assume that the pain of an economic slowdown couldn’t be more broadly shared, with the rich absorbing more of the impact than they have so far? Can’t we move to an economic system that is more sustainable and more equitable?

“It seems a little utopian when we have a problem we need to address by reducing energy use,” Zabin said before finally taking that next logical step: “If we had socialism and central planning, we could shut the whole thing down a notch.”

Instead, we have capitalism, and she said, “we have a climate problem that is probably not going to be solved anyway.”

So we have capitalism and unchecked global warming, or we can have a more sustainable system and socialism. Hmm, which one should we pick? European leaders have already started opting for the latter option, slowing down their economic output, reducing work hours, and substantially lowering the continent’s carbon footprint.

That brings us back to the basic question set forth in the Rosnick study: As productivity increases, should those gains go to increase the wages of workers or to reduce their hours? From the perspective of global warming, the answer is clearly the latter. But that question is complicated in US these days by the bosses, investors, and corporations keeping the productivity gains for themselves.

“It is worth noting that the pursuit of reduced work hours as a policy alternative would be much more difficult in an economy where inequality is high and/or growing. In the United States, for example, just under two-thirds of all income gains from 1973-2007 went to the top 1 percent of households. In that type of economy, the majority of workers would have to take an absolute reduction in their living standards in order to work less. The analysis of this paper assumes that the gains from productivity growth will be more broadly shared in the future, as they have been in the past,” the study concludes.

So it appears we have some work to do, and that starts with making a connection between Earth Day and May Day.

 

EARTH DAY TO MAY DAY

The Global Climate Convergence (www.globalclimateconvergence.org) grew out of a Jan. 18 conference in Chicago that brought together a variety of progressive, environmental, and social justice groups to work together on combating climate change. They’re planning “10 days to change course,” a burst of political organizing and activism between Earth Day and May Day, highlighting the connection between empowering workers and saving the planet.

“It provides coordinated action and collaboration across fronts of struggle and national borders to harness the transformative power we already possess as a thousand separate movements. These grassroots justice movements are sweeping the globe, rising up against the global assault on our shared economy, ecology, peace and democracy. The accelerating climate disaster, which threatens to unravel civilization as soon as 2050, intensifies all of these struggles and creates new urgency for collaboration and unified action. Earth Day to May Day 2014 (April 22 — May 1) will be the first in a series of expanding annual actions,” the group announced.

San Mateo resident Ragina Johnson, who is coordinating events in the Bay Area, told us May Day, the international workers’ rights holiday, grew out of the struggle for the eight-hour workday in the United States, so it’s appropriate to use the occasion to call for society to slow down and balance the demands of capital with the needs of the people and the planet.

“What we’re seeing now is an enormous opportunity to link up these movements,” she told us. “It has really put us on the forefront of building a new progressive left in this country that takes on these issues.”

In San Francisco, she said the tech industry is a ripe target for activism.

“Technology has many employees working 60 hours a week, and what is the technology going to? It’s going to bottom line profits instead of reducing people’s work hours,” she said.

That’s something the researchers have found as well.

“Right now, the problem is workers aren’t getting any of those productivity gains, it’s all going to capital,” Schor told us. “People don’t see the connection between the maldistribution of hours and high unemployment.”

She said the solution should involve “policies that make it easier to work shorter hours and still meet people’s basic needs, and health insurance reform is one of those.”

Yet even the suggestion that reducing work hours might be a worthy societal goal makes the head of conservatives explode. When the San Francisco Chronicle published an article about how “working a bit less” could help many people qualify for healthcare subsidies under the Affordable Care Act (“Lower 2014 income can net huge health care subsidy,” 10/12/13), the right-wing blogosphere went nuts decrying what one site called the “toxic essence of the welfare state.”

Chronicle columnist Debra Saunders parroted the criticism in her Feb. 7 column. “The CBO had determined that ‘workers will choose to supply less labor — given the new taxes and other incentives they will face and the financial benefits some will receive.’ To many Democrats, apparently, that’s all good,” she wrote of Congressional Budget Office predictions that Obamacare could help reduce hours worked.

Not too many Democratic politicians have embraced the idea of working less, but maybe they should if we’re really going to attack climate change and other environmental challenges. Capitalism has given us great abundance, more than we need and more than we can safely sustain, so let’s talk about slowing things down.

“There’s a huge amount of work going on in society that nobody wants to do and nobody should do,” Carlsson said, imagining a world where economic desperation didn’t dictate the work we do. “Most of us would be free to do what we want to do, and most of us would do useful things.”

And what about those who would choose idleness and sloth? So what? At this point, Mother Earth would happily trade her legions of crazed workaholics for a healthy population of slackers, those content to work and consume less.

Maybe someday we’ll even look back and wonder why we ever considered greed and overwork to be virtues, rather than valuing a more healthy balance between our jobs and our personal lives, our bosses and our families, ourselves and the natural world that sustains us.

Leno’s Ellis Act reform bill clears first legislative hurdle

143

Sen. Mark Leno’s Senate Bill 1439 — which would protect rent-controlled housing in San Francisco by amending the Ellis Act, including making property owners wait at least five years after buying a property to evict tenants under the act — cleared its first legislative hurdle today.

The Senate Transportation and Housing Committee passed the measure on a 6-4 vote, and it heads to the Senate Judiciary Committee next. The bill has strong support in San Francisco, from progressive constituencies through Mayor Ed Lee to support by leaders in the business community and tech world.

Yet the measure faces a tough road in Sacramento, where the landlord lobby and other conservative interests oppose it. “A bill that could strip San Francisco landlords of their freedom to leave the rental housing business heads to a key Senate committee next month,” the California Apartment Association wrote last month in an alert to its members.

But as Tenants Together demonstrated in a recent study of how the Ellis Act has been used in San Francisco since its passage in 1985, a legislative reaction to a California Supreme Court case upholding rent control laws, the legislation has larger been a tool used by real estate speculators to clear rent-controlled buildings of tenants. The study found that 51 percent of Ellis Act evictions took place within a year of the property being purchased, 68 percent within the first five years, and 30 percent of Ellis Act evictions were from serial evictors, often by businesses specializing in flipping properties for profit.

“California’s Ellis Act was specifically designed to allow legitimate landlords a way out of the rental business, but in San Francisco this state law is being abused by speculators who never intend to be landlords,” Leno said today in a prepared statement. “As a result, longtime tenants, many of them seniors, disabled people, and low-income families, are being uprooted from their homes and communities. The five-year holding period in my bill would prevent these devastating evictions from forever changing the face of our diverse city.” 

Massage therapists hope for a happy ending

3

The California Massage Therapy Council, a statewide body that licenses massage practitioners, may expire at the end of this year unless extended by the California Legislature. Some anti-prostitution crusaders say reverting to local control will make it easier to shut down covert brothels, but the practitioners fear a return to the bad old days, when stigmas and stereotypes overcomplicated their lives.

On one side of the debate are the massage therapists, who say that the council protects them from unfair discrimination, replaces a patchwork of local ordinances, and provides a greater level of respectability to their profession. However, an array of city officials, police departments, and powerful groups such as the League of California Cities argue that the CAMTC makes it easier for illicit massage parlors to get away with prostitution and human trafficking.

“I receive complaints from neighbors all the time about certain establishments,” said Sup. Katy Tang about her supervisorial district in San Francisco’s Sunset District. “We can inspect, but we have no ability to enforce any of our regulations. If there are any penalties, we can’t enforce them.”

Tang’s frustration stems from Senate Bill 731, legislation that was signed into law in 2008. That bill created the CAMTC, a nonprofit organization that has the authority to certify massage practitioners and therapists in California. Prior to the creation of this body, each city and county enacted its own certification procedures, leading to a messy patchwork of rules all over the state.

Before the CAMTC, “there were 550 different kinds of regulations from city to city,” said Ahmos Netanel, CEO of the organization. “Within a radius of one mile, you can have a situation where different cities have their own standards. One city may require no training, and another right next door may require 1,000 hours.”

A massage provider working in California pre-2009 not only had to be savvy with the medley of laws, but also needed to purchase expensive licenses for each city he or she planned to practice in. The CAMTC creates a universal—though voluntary—system, where licensed practitioners can travel and work freely around the state.

The contentious part of the law comes from the protection that it offers to licensed practitioners. Any establishment that employs all CAMTC-certified massage providers is exempt from city ordinances that target massage businesses. Law enforcement agencies claim that these restrictions impede their ability to crack down on illegal parlors, but the massage therapists say that they are necessary to fight off discriminatory laws.

Some of these unfair regulations targeted entire establishments, such as zoning rules that forced all massage businesses into run-down or dangerous parts of town, with the assumption that they were brothels. Massage providers argued that this was neither fair nor safe for, say, a 75-year-old woman seeking out massage for arthritis, or a soon-to-be mom trying to obtain a pre-natal massage.

Other laws targeted the therapists themselves. Stacey DeGooyer, a certified massage therapist in the Bay Area, remembers times when practicing massage meant mandatory STD testing and reminders from police to not wear undergarments as exterior clothing.

“I remember thinking, ‘Wow, this is for my profession?'” DeGooyer said, decrying being subjected to “archaic prostitution laws.” Most massage providers aren’t looking to be on par with physicians, but they also don’t want to be on par with prostitutes.

Currently, San Francisco has its own certification program that is regulated by the Department of Public Health. To practice massage in the city, the provider must have a license from either the city or the CAMTC. However, only those who have the state CAMTC license can legally call themselves a “licensed massage” therapist or practitioner.

Tang has been one of the most outspoken critics of the CAMTC in San Francisco, urging the Legislature to let the body sunset at the end of the year.

“I wouldn’t say that I’m against [the CAMTC], but there are structural flaws in how it was designed,” Tang said. “It was created for good reasons, since there were so many jurisdictions and they wanted to standardize it and create a cohesive process. But there are jurisdictions like San Francisco where we have our own robust process.”

The number of massage establishments have surged since the adoption of the CAMTC, which critics use as evidence for a growing number of illicit parlors. But Netanel said his group’s worked to prevent prostitutes from getting licensed in the first place. Out of over 63,000 applicants, Netanel said, the group has never certified a single person who has been convicted of illicit activities. It also utilizes an online complaint form to report questionable behavior, and respond to all complaints within 24 hours.

“Even with those who criticize [the CAMTC], we share the same goals,” Netanel said. “We want a safe, healthy, and reliable certification process, so consumers can trust their therapists. Even more, we want to put an end to illegal massage parlors so they are no longer categorized with honest providers.” (Brian McMahon)

HOT MAIL

Last week’s Bay Guardian featured a cover story on homelessness in San Francisco (“San Francisco’s untouchables”), including communications between local residents and the city’s Homeless Outreach Team, which we obtained in a public records request. So we thought we’d share a few message from the more than 100 we received.

“I don’t know where to begin,” one resident wrote. “I feel between mad, disgusted, and frustrated. This homeless encampment keeps growing. … The city has put up wire fencing only to be cut through by the homeless. … It is within 100 yards of my $1.2M condo.”

Another said: “Something is deeply wrong with San Francisco policy. Cultivating the Bohemian San Francisco style is nice but … it is as if we were in a deteriorated undeveloped country. We live in downtown San Francisco, not in the favelas, which is what it feels like.”

Still another complainant wrote: “Bags distributors are installed in the parks in order to help dog lovers clean up after their dogs, which is completely normal, but nothing is done for all the human beings who stroll, do drugs, eat, sleep, urinate, defecate and so on, on the sidewalks.”

Sometimes these complaints result in HOT visits to homeless encampments. But the emails suggest that while the HOT does approach homeless folks to try and persuade them to access services or go to a shelter, the service workers don’t always have full services to direct them to if the homeless individuals agree to do so.

Psychiatric social worker Jason Albertson, who is part of the HOT, explained this dilemma in an email sent in mid-January. His email noted that the HOT had encountered some homeless people in the vicinity of Harriet Alley and Manolo Draves Park, in response to a neighbor’s urging.

They’re “primarily in transit, meaning that they camp in different places each night and are not regulars,” he explained. “So far, nobody has wanted to enter into shelter or discuss other access to treatment or services.” But even if they had, he said, there wouldn’t be too many options for moving forward with recovery.

“At this time, our case management support is limited with identified clients waiting,” he wrote. “So capacity for full service is limited.” (Rebecca Bowe)

WHITHER GOOGLE BUSES

As the Board of Supervisors prepared for an April 1 hearing to consider an environmental appeal of the San Francisco Municipal Transportation Agency’s program for regulating Google buses and other private shuttles to the Silicon Valley, which charges them one dollar per stop, both sides marshaled their troops.

The pro-business Bay Area Council released a poll of San Franciscans claiming that most of us love tech, we’re totally cool with the Google buses, and we care more about job creation than the cost of living. The group wrote: “Despite what it may look like from recent media coverage, a majority of voters have a positive opinion of the shuttle buses and support allowing buses to use Muni stops.”

SF.citi, an alliance of San Francisco tech companies, touted the poll as it sent out an email blast that reads like a call to arms: “Divisive shuttle opponents are now suing the City to challenge this pilot program before it has the chance to get off the ground. We need YOU to tell the Board of Supervisors in person that you want them reject this lawsuit and let the pilot program go forward.”

Progressive activists countered in a similar tone: “Please join us to support the appeal and to tell the city to hold Big Tech accountable for the actual impact they have on our communities and neighborhoods.”

The hearing was scheduled after Guardian press time, so check www.sfbg.com/politics to find out what happened. (Joe Fitzgerald Rodriguez)

Alerts: April 2 – 8, 2014

0

WEDNESDAY 2

 

Anti-eviction march

24th and Mission BART Station, SF. evictionfreesf.org. 11:30am, free. Eviction Free San Francisco will lead “a spirited lunchtime march and picket” to the Mission offices of Vanguard Properties, in response to an Ellis Act eviction that has been filed against longtime tenant Benito Santiago, a Duboce Triangle resident who was born and raised in San Francisco.

THURSDAY 3

 

Public meeting on tech shuttle plan

City Hall, 1 Dr Carlton B Goodlett, SF. 3pm, free. The San Francisco Board of Supervisors will vote on a controversial pilot program that will allow private shuttles, such as Google buses, to use Muni bus stops for a fee of $1 per stop per day. The program, approved by the San Francisco Metropolitan Transportation Agency in January, has been appealed on the grounds that it should undergo a full environmental review under the California Environmental Quality Act. The Board will vote on whether the appeal should move forward.

 

FRIDAY 4

 

IMPACT

Laney College, 900 Fallon, Oakl. www.destinyarts.org. 7:30pm, $20. This is the opening night of IMPACT, a full-length work featuring a cast of 42 talented youth ages 9 to 18 performing a combination of hip-hop, modern and aerial dance, theater, spoken word, rap and song. This group has chosen to take a stand around issues that have powerful impact on themselves, their communities and their world: Environmental destruction, unhealthy food and water, negative attitudes about their bodies, and violence of all kinds.

 

 

Talk: Robots and new media

Banatao Auditorium, Sutardja Dai Hall, UC Berkeley. 2594 Hearst, Berk. robotsandnewmedia.com. 9am-5pm, free. The Center for New Media at UC Berkeley will host this daylong symposium to explore “a new range of more social, personal, expressive, nurturing, and emotional robotic platforms and applications.” Featuring talks by philosopher Hubert Dreyfus of UC Berkeley, Mark Pauline of Survival Research Labs, UC Berkeley robotics professor Ken Goldberg and more.

 

SATURDAY 5

 

SF LGBT Center’s Annual Soiree

City View at Metreon, 135 4th St, SF. tinyurl.com/lgbtsoiree. 6:30-8pm VIP reception; party admission 8pm-midnight; $150 or $95 respectively. Come out in support of San Francisco’s Lesbian Gay Bisexual Transgender (LGBT) Community Center, which offers free services like career counseling, job fairs, social activities, mentorships, youth meals, daycare and a space for LGBT people to organize and secure equal rights. With a hosted bar, gourmet morsels, silent auction, music, dancing and live entertainment it promises to be a fancy affair.

SUNDAY 6

Ending Solitary Confinement Berkeley Fellowship of Unitarian Universalists’ Hall, 1924 Bonita, Berk. www.bfuu.org. 2pm, $5-10 suggested donation, no one turned away for lack of funds. Laura Magnani of the American Friends Service Committee will be speaking on Solitary Confinement in California prisons, and what we can do to work to abolish it or promote its more limited use. She will be joined by Marie Levin, sister of a prisoner who has organized and participated in prisoner hunger strikes in the past few years.

April Fools Day in San Francisco: Acrobats block Google bus

“Everyone say, GMuni!”

Activist “Judith Hart,” clad in corporate attire and donning thick glasses without lenses, called into a microphone as she stood on the sidewalk next to a stationary Google bus. She was there as part of a tech bus blockade staged near 24th and Valencia streets this morning (Tue/1), around 9am.

“GMuni!” The crowd chanted.

“GMuni!” Hart repeated.

“GMuni!!!” Came the enthusiastic response.

Some acrobats stood in the street nearby, blocking the bus with dance-like motions. Occasionally leaning on the front of the bus for support, they lifted yoga balls high into the air while the Google shuttle remained parked with passengers aboard, awaiting departure.

The April Fools Day bus blockade – staged by Heart of the City, a group that has blocked corporate tech shuttles several times now – was more absurdist street theatre than protest.

The prank was to hand out “GMuni” bus passes to anyone wishing to board the Google bus. Hart posed as a Google executive launching a new program to provide free transit to all. But when one of the activists tried to climb aboard, waving the pass issued by the activists, the bus driver blocked him from entering, saying it was a private bus and nobody had informed him of this new program.

Eventually, a police officer arrived and asked activists to move to the sidewalk. They complied, but when the bus drove off, it had some signs affixed to the front that activists had placed there.

The street theatre protest was meant to draw attention to today’s scheduled Board of Supervisors vote to determine whether to approve an appeal of a Metropolitan Transportation Agency pilot program to allow private shuttles to stop in Muni bus zones for a fee of $1 per stop.

The Board is scheduled to vote at 3pm this afternoon. To have your say, go to San Francisco City Hall.

Opposing sides rally troops for tech bus throw-down

39

Tomorrow’s (Tue/1) San Francisco Board of Supervisors meeting will feature a hearing on the environmental impact of commuter shuttles, including Google buses. In what promises to be a telling moment in a polarizing controversy that started in late 2013, supervisors will be forced to pick a side.

This past January, the San Francisco Municipal Transportation Agency (SFMTA) voted to approve a pilot program that would allow private shuttle operators, including a host of tech companies, to stop in designated Muni bus areas for a fee of $1 per stop, per day.

The narrative is by now well-worn, with the well-connected, deep-pocketed tech industry on one side and seasoned local activists concerned about gentrification and private use of public bus stops on the other. 

While tomorrow’s hearing comes amid a larger debate about the tech sector’s role in fueling displacement through rising housing prices, it will focus on whether or not to sanction an appeal of the pilot program under the California Environmental Quality Act. 

The proponents of the shuttles — Google, Genentech, Apple and others — maintain they take cars off the road. Many workers commuting to the South Bay, for instance, would drive were it not for the existence of the shuttles.

The CEQA appeal was filed by the SEIU 1021, the League of Pissed Off Voters, and the Harvey Milk LGBT Democratic Club. The groups contend that the private shuttle system is helping to push long-time residents out of the city. Studies show that in areas around the shuttle stops, rents fly high and displacement is rampant

A key argument in favor of conducting an environmental review is that those displaced workers then have to drive into SF to get to work from places like the East Bay, negating any environmental benefits. By calling for a CEQA study, appellants hope to city will study how shuttles are linked to displacement and its associated environmental impacts. 

Tomorrow, the Board must decide whether to allow the 18-month pilot program to move ahead, or to delay it until after an Environmental Impact Review has been completed.

In preparation for tomorrow’s hearing, both sides are drumming up support from their ranks.

SF.citi, an alliance of San Francisco tech companies, sent out an email blast (and web post) that reads like a call to arms: “Divisive shuttle opponents are now suing the City to challenge this pilot program before it has the chance to get off the ground. We need YOU to tell the Board of Supervisors in person that you want them reject this lawsuit and let the pilot program go forward.”

The activists’ call to action takes a similar tone, with liberal use of caps lock: “PLEASE JOIN US TO SUPPORT THE APPEAL AND TO TELL THE CITY TO HOLD BIG TECH ACCOUNTABLE FOR THE ACTUAL IMPACT THEY HAVE ON OUR COMMUNITIES AND NEIGHBORHOODS! 

“We can not do this without a thorough review, which includes robust research and study of what the actual broad impact is. Without it, we can not be assured that tech is paying the fair price for their use of our streets and our transit infrastructure.”

To have your say, go to San Francisco City Hall tomorrow afternoon for the Board meeting