Andrew W. Shaw Archives — San Francisco Bay Guardian Archive 1966

Stimuutf8g transit

-

March 3, 2009

› news@sfbg.com

GREEN CITY Public transit agencies in the Bay Area are being hit with deep cuts to their operating budgets, thanks to the recent state budget deal, and are hoping to use money from the federal economic stimulus bill to maintain their operations.

That conflict played out during a Feb. 25 hearing by the Metropolitan Transportation Commission in Oakland, the agency that distributes federal transportation funds to the nine Bay Area counties, which was considering how to distribute $341 million in funding intended for public transit agencies and $154 million for road projects.

Caltrain, AC Transit, Bay Area Rapid Transit, the San Francisco Municipal Transportation Agency, other Bay Area districts, and transit user groups urged the MTC board to direct most of the money to immediate needs rather than long-term projects.

Community groups urged the MTC to abandon plans to use $70 million for BART’s Oakland Airport extension and $75 million for the Transbay Terminal rebuild in San Francisco.

“People who are most affected when Muni makes fare increases and service cuts are people who are transit-dependent,” said Razzu Engen, who represents the Tenderloin Housing Clinic and the Transit Justice Project. “You can have the best capital expansion project there is out there, but if you don’t have the money to run it, forget it, it’s not worthwhile.”

While the MTC voted to remove the Transbay Terminal expenditure — noting that it could tap into a separate pot of $8 billion for high-speed rail projects in the stimulus measure — they kept the BART extension project in place, leaving $271 million to be divided among the transit agencies.

“Our ongoing need is to maintain continuing operations. But maintenance doesn’t have a very big constituency on the commission. We have a firm commitment to capital programs,” MTC spokesperson Randy Rentschler told the Guardian.

Judson True, spokesperson for the San Francisco Municipal Transportation Agency (which operates Muni), said the money will help offset state funding losses of $61 million over the next two years and allow the agency to “rehabilitate the system.”

Among the expenditures approved by the MTC was $11 million to install 67 new Muni ticket vending machines and money for new Muni vehicles and rail interchanges.

Jose Luis Moscovich, executive director of San Francisco County Transportation Authority, supported the MTC’s decision. “[We’re] going to see money flowing through formulas to Muni to alleviate service conditions on the T-Third, N-Judah, the L.”

Moscovich maintains that the region “needs to take the opportunity of the stimulus package to do things that are going to change the way we live. Paradoxically, these big projects like the Transbay project are the things that are going to take us in that direction.”

Yet the removal of the Transbay Terminal funding, while upsetting to Sup. Chris Daly — who serves on both the MTC board and the Transbay Joint Powers Authority board — turns out to be even more complicated than it seemed at the time.

The San Francisco Chronicle reported March 2 (“Transbay high-speed rail station hits a snag”) that both the California High Speed Rail Authority and Caltrain — systems expected to share the new Transbay Terminal rail terminus — are now expressing doubts about whether they will use the facility after all because of design flaws with its rail component.

CHSRA chair Quentin Kopp was quoted as saying, “Three sets of engineers met and concurred that the design for the station was inadequate and useless for high-speed rail.”

TJPA spokesperson Adam Alberti, who has been sparring with Kopp in recent months over whether Transbay will be the terminus for a high-speed rail system extending from San Francisco to Los Angeles (see “Breaking ground,” 12/10/08), told the Guardian, “I don’t think it’s as bad as it sounds.”

He said the TJPA is currently working to resolve the engineering problems and handle the increased volume expected from high-speed rail and Caltrain and he hopes to have a solution in place by March 12, when he said the MTC will revisit the matter.

BART General Manager Dorothy Dugger also defended the Oakland Airport extension, telling the Guardian, “The challenge in transit is not one over the other. We need to address all those requirements if we’re going to end up with an effective, functioning system that continues to attract people out of their cars and into the smart environmental choice — which is public transit.”

Compostmodern

-

February 17, 2009

0

› news@sfbg.com

GREEN CITY The easier a compost bucket is to use, the more people will use it. But Compostmodern ’09 isn’t about compost at all — it’s about design. This annual event is a collaboration between the American Institute for Graphic Artists (AIGA) and the Academy of Art University that examines the intersection of design and environmental sustainability.

This weekend’s conference, held at various locations around San Francisco, features talks and slide shows by local designers, art installations, workshops, and demonstration projects proving that brown is the new green.

"I’m interested in helping people get a good grounding in what designing for sustainability means. The reality is that this industry is still so new," Nathan Shedroff wrote on the Compostmodern blog (compostmodern.wordpress.com). Shedroff chairs the Design Strategy MBA program at California College of the Arts, and will discuss sustainability frameworks at the conference.

Local graphic designer Amy Franceschini (futurefarmers.com) presented some of her work at Compostmodern in 2006. Inspired by all things green, she posed a question that only a designer would ask: if earth-bound plants lean toward light naturally, might design liberate plants to move about freely? There were mixed results to her experiment, but the question alone gets at the spirit of the conference: bridging the gap between the possible and the possibly possible by challenging designers to be environmentalists.

Autodesk brings sustainable design into the world of software by incorporating powerful new analytical tools into 3-D modeling programs used in architectural and other design. "Full-on energy analysis used to be really challenging and expensive," said program manager Dawn Danby, a featured speaker at Compostmodern this year. "We’re making software that empowers designers to make a case for sustainability, to make better decisions, decisions that have huge impacts on things like water or energy use. We need to make design a solution, not just a bonus when times are good."

Michael Gelobter, another of this year’s Compostmodern presenters, told the Guardian that the Bay Area’s unique combination of companies, researchers, and activists all living together is what makes it the epicenter of the clean-tech revolution. Even though he’s a climate strategist, Gelobter is optimistic about the future: "We have to own this change, and in the process solve a lot of other problems like wars and financial waste.

"A lot of our relationship with climate change and fossil fuels has to do with the built environment, the designed environment — our cities, buildings, schools. and the way we design our day-to-day interactions with products," Gelobter continued. "All of those include assumptions about energy use, where we get the energy, and the form that energy comes in. And designers are really the front line in redrawing that. They’re the cutting edge of how we make the world different, so they have to be informed about policy and economics, but also [about] people’s day-to-day lives, their lived experience of how change might happen. They have to be able to design to those kind of criteria."

That’s why Gelobter founded Climate Cooler, shifting his work from policy to shopping and "changing the choices consumers have so that they can take action." He insists that cleaning up the economy is good business. "You stop smoking crack, and you suddenly have all this money to spend on things that are a whole lot healthier. That’s true with fossil fuel use and the other things that cause global warming as well."

Gelobter’s latest project will equip Intuit’s popular QuickBooks accounting software with a carbon-calculator. It’s a partial redesign to help small businesses know the impact of their purchasing patterns on global warming, and to "start using that information to make better choices, to save money, save energy, and reduce their [carbon] footprint."

Taking on Herculean problems is not for everyone. But Compostmodern seeks to engage top designers with the task of making the seemingly impossible a little more likely. It’s a goal that is essential to achieving sustainability on a grand scale and using this economic meltdown as an opportunity to redesign our world.

COMPOSTMODERN ’09

Herbst Theatre, SF

Feb. 21

8:30 a.m.–5:00 p.m.

www.compostmodern.org

Tailpipe turnaround

-

February 4, 2009

0

› news@sfbg.com

GREEN CITY Word that automobile emissions standards may soon improve was good news, but Bay Area leaders and communities are demanding even more to offset the harm that comes from tailpipes.

President Barack Obama last month called for the U.S. Environmental Protection Agency to allow California and as many as 13 other states to employ their own emissions restrictions. "Our goal," said Obama at the White House, "is not to further burden an already struggling industry. It is to help America’s automakers prepare for the future."

A review of the request is now underway and manufacturers were reassured they would have enough time to rework their 2011 lines. By then, cars and trucks should have improved efficiency and better mileage, outpacing three-year-old national standards that have been in place since the EPA refused to grant a waiver from the federal Clean Air Act.

Locally, the city’s Transportation Authority is reworking the local Climate Action Plan to emphasize emissions reductions. But the problem is expected to get worse before it gets better. Researchers at the Bay Area Air Quality Management District expect greenhouse gas emissions from transportation to increase dramatically from 42.4 million metric tons of carbon dioxide this year to 65.4 million in 2029 under "business as usual conditions."

That may be why Mayor Gavin Newsom and San Jose Mayor Chuck Reed released a letter Jan. 23 opposing federal plans for an auto industry bailout unless there are more strings attached to the money and more progressive programs to develop low-emission vehicles regionally. The two mayors called for an auto bailout that would "not divert funds from innovative emerging transportation technologies."

Jan Lundberg, a former oil industry analyst turned activist and a former member of the San Francisco Peak Oil Preparedness Task Force, calls for even bolder steps: "The kinds of amelioration being talked about and offered are woefully inadequate. We should just get rid of car dependency. Most of the pollution involved — into the air, from the car — is not from the tailpipe. It’s from the mining and the manufacturing associated with the car."

The real challenge for local governments is not in adapting their vehicles, but adapting policy to reflect progressive approaches like San Francisco’s "Precautionary Principle," adopted in 2003. The policy puts the burden of proof on advocates of new technology to show it is safe. Debbie Raphael, the Green Building Program Manager with San Francisco’s Department of the Environment, has been pushing for a change in how environmental codes are implemented. "Taxpayers have every right to know the risks," she said. "The burden then falls on industry to study possible negative consequences and to investigate safer alternatives."

Writer and activist Bill McKibben addressed the issue last fall when he spoke at Herbst Theatre, recognizing San Francisco as an environmental leader among cities. "This is clearly a community that is doing so many of the things right that need to be done. One community at a time is a very noble way to proceed. But in the end, it’s only half the battle. We’ve got to get the political movement going that allows us to do this everywhere, not just in the places that already understand it."