Janna Brancolini

Reclaiming San Francisco — from cars

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GREEN CITY On Sunday, Aug. 31, the Mayor’s Office and several community groups join forces to bring San Francisco into an international movement to increase physical activity, break down invisible borders, and make scenic space available to all during the city’s first ciclovia.

More than 4.5 miles of streets will be closed to cars that day from 9 a.m. to 1 p.m. for Sunday Streets, the first of two ciclovias scheduled this summer. The idea of the ciclovia — which is Spanish for "cycle way" or "bike path" — was conceived in Bogotá, Colombia, during the mid-1990s and has since spread throughout the world.

The concept is to take existing roads — the province of cars — and turn them into temporary paths for walking, jogging, cycling, and other physical activity.

"I think it really helps us re-imagine our city streets as places of safe, non-auto physical activity," said Wade Crowfoot, Mayor Gavin Newsom’s director of global climate change. "From an environmental perspective, it’s time we re-imagine our space and our streets, and to make streets accessible to everyone."

The route extends from Bayview Opera House, up Illinois Street to the Embarcadero, along the waterfront, and across Washington Street into Chinatown. Five activity pods will feature dance classes, yoga, hopscotch, jump rope, and more, and participants are encouraged to explore as much of the route as they can. The Giants’ stadium will be open to pedestrians and bikers who want to run the bases, and event facilitators say they hope this 4.5-mile stretch will grow into something bigger.

"We hope this is just the beginning, and that it succeeds all over the city," said Andy Thornley, program director of the San Francisco Bicycle Coalition.

The man largely credited with starting the ciclovia is Gil Penalosa, who implemented the idea as Bogotá’s commissioner of parks and recreation in 1995. Penalosa now runs a nonprofit called Walk and Bike for Life that promotes the ciclovia and other forms of active living.

San Francisco’s event is modest: Bogotá closes off more than 80 miles of looping streets every Sunday and on holidays. More than 1.5 million people turn out each week, according to the Walk and Bike for Life Web site. Ottawa closes more than 30 miles of space on Sundays from May to September, and events have taken place all over Europe in addition to the American continents.

The ciclovia is also part of the car-free movement, an international effort to promote alternatives to car dependence and automobile-based planning.

Besides saving energy and promoting fitness, event planners at ciclovias in Bogotá noticed the events were causing a cultural shift. The Christian Science Monitor reported in an Aug. 18 article that residents from different neighborhoods began interacting as never before. Indian residents of poorer neighborhoods used to halt at the imaginary dividing lines of the more affluent European neighborhoods, and vice versa, but now people mingle freely.

San Francisco organizers hope to use Sunday Streets to create a similar effect here.

"We deliberately chose the route that connects the Bayview to Chinatown, two communities that are historically disconnected," said Susan King, the event’s organizer. "We want people to go to Hunters Point and Chinatown and see what’s out there, with the hope that people will see things they want to come back to."

King also noted that these two neighborhoods lack adequate open space. "We want people in those communities to experience what people who live adjacent to Golden Gate Park and the Presidio get to experience on a regular basis — an opportunity to exercise and not worry about getting hit by cars," King said.

Another international trend that Sunday Streets continues is the reclaiming of waterfront space. Tom Radulovich, executive director of Livable City, said he recently visited Vancouver and experienced its 28 miles of bicycle and pedestrian paths along the water. Paris also has a ciclovia every summer that closes a major expressway and creates a beachfront and promenade along the Seine.

"[The Embarcadero] — that big, dangerous roadway — cuts the city off from the waterfront," Radulovich said. "We want to think about the possibility of reclaiming the water space more successfully for San Franciscans."

One of the few voices of opposition to Sunday Streets came from a group of Pier 39 merchants who worried about the economic impact.

The Board of Supervisors voted Aug. 5 not to delay the event until an economic impact report had been released, but Crowfoot said traffic impact analyses will be done this weekend so that there will be better understanding of the impact of any future events. But many ciclovias have actually increased business because people are more prone to stop and look in stores when they walk by instead of just driving past them.

Clean Energy Act makes ballot

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GREEN CITY The San Francisco Clean Energy Act isn’t the only charter amendment on the November ballot, but it’s already shaping up to be the political lightning rod of this fall’s election.

Pacific Gas & Electric Co. sent out mailers opposing the measure even before the Board of Supervisors voted 7-4 on July 22 to place it on the Nov. 4 ballot. Mayor Gavin Newsom also announced his opposition to the act moments after Assemblymember Mark Leno, former San Francisco Public Utilities Commission General Manager Susan Leal, and a cadre of progressive supervisors announced their support for it on the steps of City Hall.

Authored by Sups. Ross Mirkarimi and Aaron Peskin, the Clean Energy Act requires San Francisco to fulfill 51 percent of its electricity needs through renewable sources by 2017. That requirement rises to 75 percent by 2030, and to 100 percent, “or the greatest amount technologically feasible or practicable,” by 2040.

The SF Clean Energy Act also mandates that a feasibility study be undertaken to look at the best way to provide clean, green energy, which could lead to PG&E losing its stranglehold on energy if the study finds public power to be the best option.

Explaining the importance of mandating a feasibility study, Mirkarimi said, “Otherwise PG&E has a monopoly here until the planet dies.”

Supporters say it is important for San Francisco to set up a model that others can follow. “As goes San Francisco, so goes the state of California, and so goes the nation,” Peskin said at the July 22 rally, just before the Board voted to place the act on the ballot. “This is a time when people can change the destiny of the planet.”

Moments after that rally ended, Mayor Newsom took a minute to explain his opposition.

“We have other things we should be focusing on,” Newsom told reporters at a press conference at the War Memorial Building to announce housing bonds for veterans. “Let’s call it what it is. It’s a power takeover of PG&E,” he said.

But the elected officials and myriad organizations who showed up at City Hall to support the Clean Energy Act say that public vs. private power is not the main issue.

“The public power considerations have been drafted in a thoughtful and reasonable way,” Leno told the crowd. “It would involve study after study after study, and testimony from experts.”

Leno noted that 42 million Americans have public power, and if San Francisco did turn to public power, it would be embracing something as American as mom and apple pie. “Unlike their private power company counterparts, public power systems serve only one constituency: their customers,” Leno said.

Sup. Gerardo Sandoval opined that government is better able to assume renewable energy risks. “The private industry is not going to take that risk,” Sandoval said. “It’s always going to take the cheap way out, which is fossil fuels.

Others warned the audience not to be swayed by PG&E’s anti–Clean Energy campaign, which Newsom’s chief political consultant Eric Jaye is working on.

“This is not some crazy takeover scheme,” Leal said. “It’s about protecting the environment and the rights of San Franciscans and their rate payers.”

The Clean Energy Act has been endorsed by the Sierra Club, San Francisco Tomorrow, ACORN, the San Francisco Green Party, the League of Young Voters, Green Action for Health and Environmental Justice, the San Francisco Green Party, and the Ella Baker Center for Human Rights.

Mark Sanchez, president of the San Francisco Board of Education and a supervisorial candidate in District 9, described showing “An Inconvenient Truth” to the eighth-grade science class he teaches. “What can I say to my kids — we don’t have the policies in place to mitigate the damage they see?”

The Sierra Club’s John Rizzo noted, “This act insures that San Francisco is at the center of this economy. Not in Japan, China, or Germany. It will be here.”

Aliza Wasserman of the League of Young Voters stated that “PG&E is not investing $1 in renewable energy beyond state mandates, and they lobby against measures to raise those mandates.”

Red ink stains green rhetoric

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GREEN CITY Environmentalists are pondering the state’s seemingly schizophrenic approach to fighting climate change after a recent state report encouraging increased use of mass transit came out at the same time that the governor’s budget proposal denies the state’s public transportation fund more than $1 billion.

The California Air Resource Board’s June 26 Draft Scoping Plan to combat global warming, released pursuant to Assembly Bill 32, the California Global Warming Solutions Act of 2006, is at least the second major report this year to recommend expanding public transit. But the governor’s latest spending plan redirects that sizeable chunk of money — gasoline tax revenue that voters who approved Prop. 42 in 2002 directed toward transportation projects and agencies — to help reduce the state’s $17 billion budget deficit.

"There’s a lot of misallocation of resources going on," said Tom Radulovich, executive director of the San Francisco nonprofit Livable Cities. "The governor on the one hand wants to say, ‘You should all ride mass transit.’ But on the other hand, he is taking away [transit] support from the state budget."

The governor’s press secretary, Aaron McLear, said the budget proposal spares transit from cuts faced by other programs during these tough economic times.

"Funding for public transportation stays level in the governor’s budget proposal. That’s in the face of a $17 billion deficit. The fact that it remains level is better than a lot of cuts we’ve had to make," McLear said. "We wish we could increase it, because it certainly is something the governor believes in. But again, the state is facing a $17 billion shortfall. We can only spend the money that we have. There will have to be some tough decisions to be made."

The CARB plan calls for California to lead by example by encouraging state employees to take advantage of public transportation during their commutes. It notes that transportation accounts for 38 percent of California’s greenhouse gas emissions, most of which comes from cars and trucks, and that curbing these emissions is critical to reaching California’s goal of reducing total emissions by 30 percent over the next 12 years.

"Overall I think this is headed in the right direction. For better or worse, this really does put California ahead of any other state if we fully implement this plan. Of course, having a good plan does not guarantee that it will be implemented, but this is a very serious attempt," said Gabriel Metcalf, executive director of the San Francisco Planning and Urban Research Association, of the state’s global warming plan.

Yet he also said that reaching the plan’s ambitious goals for reducing greenhouse gases means people will have to drive less and use transit more, and that local governments will need to stop approving urban sprawl projects.

"The easy answer that most Americans would rather have is to keep driving just as much as always, but have alternative fuels. And that just is not going to work. AB 32 has a major land use change component. Is it enough? No, it is not. But it is at least an acknowledgment of what we have to do," Metcalf said. "Overall I’m pretty impressed, but they’re not proposing enough land use change and they’re not proposing transit funding increases. They are still unwilling to face facts about the role of the automobile and climate change."

Yet instead of increasing funds for mass transit, the governor has redirected billions of public transportation dollars into the general fund, maintaining status quo transit funding in the face of increased gasoline prices and the new climate change mandate. At the same time, billions of dollars have been allocated to highway expansion programs, exacerbating the global warming problem.

"Anybody’s budget should be a reflection of their values, whether it’s an individual or an agency," said Carli Paine, transportation program director for the Transportation and Land Use Coalition. "The state is saying, ‘We value public transportation as a climate friendly choice.’ Yet when it comes to expressing those values in the budget, we say, ‘It doesn’t matter that much,’ so we’re actually undermining those original statements."

The governor’s revised state budget allocated $306 million to the State Transit Assistance Program, the state’s source of funding for mass transit operating costs such as maintenance, drivers, fuel, and mechanics.

This is the same amount that was allocated last year, even though transit ridership is the highest it has been in more than 50 years, according to a June report by the American Public Transportation Association. And factor in that crude oil is about $140 per barrel now compared to about $73 per barrel this time in 2007, according to the Energy Information Administration, a federal agency. "The budget is kicking transit in the teeth when it needs it [money] the most," Radulovich said.

The $306 million allocated to the State Transit Assistance Program comes from funds generated by Prop. 42, the voter-approved gasoline tax measure. But Paine said the STAP should also be entitled to what is called "spillover" money. Spillover refers to additional funds generated when the price of gas rises faster than inflation on other goods, leading to unusually high revenue from the tax.

The governor’s budget predicts $1.77 billion in spillover for the 2008–09 fiscal year, but he decided to put the money toward shrinking the deficit instead of funding public transportation. The current fiscal year was the first time since the proposition passed that the spillover did not go toward public transportation.

Radulovich said he believes the state is hesitant to fund mass transit — even though it recognizes the importance of reducing the number of cars on the road — because building more roads and freeways leads to more expansion and urban sprawl.

"Sprawl makes a lot of people a lot of money," he said, including oil companies, car companies, homebuilders, construction firms, and trucking companies. "These are political questions, not policy questions. The policy answers in many ways are very clear. The question is whether there is the political will to deal with it, and that’s what we’re going to find out."

Radulovich said this reality is why many California business groups support outward expansion and put pressure on the government to fund highways over mass transit. The Bay Area Council, for example, pushed aggressively for highway expansion during the last budget cycle.

Paine said she believes political pressure also comes from structural flaws in the state’s budget system.

"It’s the legacy of Prop. 13, which really froze the income our state received from [property] taxes," she said. "Public entities that are committed to social services, such as education, are still receiving property taxes at levels that are decades behind what they used to be." This puts a strain on the state’s general fund, and money has to be diverted from the mass transit account to relieve the burden generated by California’s low income tax levels, Paine explained.

Paine said a new budget proposal has been submitted to the California legislature that would restore hundreds of millions of dollars to the mass transit account for the 2008-09 fiscal year by generating additional revenue for the general fund. She said that since 2000, more than $3 billion of mass transit money has been redirected to the general fund, and the number will exceed $4 billion if the governor’s current proposal goes through.

"This isn’t just a problem this year — it’s a chronic problem. And public transportation is chronically being leaned on for relief," she said. "It’s just not a sustainable system."

TRANSIT FUNDING 101

Carli Paine of the Transportation and Land Use Coalition explained the finer points of California’s complicated system for funding — or not funding — improvements to the public transit system. Transit’s main account is called the State Transit Assistance Program. This money is flexible, but is mostly used for transit operations (maintenance, operations, fuel, mechanics, drivers, and so forth). Sometimes, though, it is used for capital projects (such as buying new tracks or replacement cars).

The STAP is the largest portion of the public transportation account, and the funding is critical. As Paine put it, "If you can’t even operate the system that you have, it doesn’t help much to have money to lay new tracks." The STAP is therefore often the focus of discussions about transit funding.

Prop. 42, which directs California’s gas tax to transportation projects, funds the STAP, although not all Prop. 42 money goes there. For example, 25 percent of Prop. 42 revenue goes to a special account for transit capital projects.

Prop. 1B is another big source of transit funding. It is the 2006 measure that allowed California to sell $19.9 billion worth of bonds to fund transportation programs. Only about $4 billion of that was allocated to public transportation, with the lion’s share of the money going toward new freeway projects.

This is where things get a little complicated.

California originally had a sales tax on all goods except gasoline. In the 1970s, voters passed Prop. 42, which decided that it would be more equitable to reduce the sales tax rate by a fraction of a percentage point, but expand the sales tax to include gasoline.

This was expected to be revenue-neutral for the state, so it wouldn’t cost people more. That was true unless gas prices rose quicker than the cost of all goods, which it eventually did.

Then-Gov. Ronald Reagan argued that it was important to return the extra revenue to public transportation because when gas prices rise, more people use public transit. As a result, this "spillover" has been set aside for transit expansion.

Last year was the first year in which the spillover was diverted to the general fund instead of being given to the STAP. It was redirected to help close the state deficit, and the 2008–09 budget proposes doing the same thing this fiscal year. (Janna Brancolini)

Environmental shake up

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GREEN CITY Nothing mobilizes community action like a natural disaster. When the big one hits San Francisco, everyone from the city’s Neighborhood Emergency Response Teams to informal groups of resourceful and community-minded individuals will fly into action to tend the wounded, free the trapped, feed the hungry, and rebuild the community.

When the situation calls for it, San Franciscans have demonstrated over and over again a remarkable capacity for selfless and almost superhuman action, from the earthquakes of 1906 and 1989 to last year’s outpouring of support for the cleanup effort after last year’s big oil tanker spill in the bay.

So why aren’t we bringing that same resolve and community resourcefulness to global problems like climate change, rapid depletion of natural resources, persistent poverty and warfare, declining biological diversity, and the myriad threats to public health? That’s the question being posed at a groundbreaking grassroots event this weekend in Golden Gate Park.

The Big ONE Convergence 2008, scheduled June 21 and 22 from 9 a.m. to 7 p.m., is sponsored by The Big ONE movement, which formed in the wake of San Francisco’s World Environment Day in 2005. The group was inspired by the idea of "the big one," or a massive earthquake, because the goal of the movement is to affect everyone in much the same way that a natural disaster of that size would.

"We emphasized the tectonic idea because tectonic shifts are big," said Sudeep Rao, an event organizer. "We need to make big changes. It can’t just be about light bulbs and shorter showers. We can’t think that’s all we need to know."

Members of The Big ONE have been meeting on a monthly basis and discussing sustainability ideas since 2006. Their home base is a Web site called www.beautifulcommunities.org that is organized into various "neighborhoods." The groups examine issues such as health, housing, social justice, economic justice, energy, and sustainability.

The Big ONE movement is just one part of Beautiful Communities, and this weekend’s convergence includes a massive potluck in between learning how to do everything from building a solar oven to teaming up with a local organic farmer to deliver fresh food to schools.

Event co-chair Tori Jacobs said there are more than 7,500 nonprofits in the San Francisco Bay Area, 3,800 of which deal with sustainability issues. One goal of the convergence is to bring these groups together so they can collaborate.

"So much work is being duplicated, and our efforts need to be collaborated," she said. "The only way to do that is to get to know each other and to dialogue about how we can help each other."

Jacobs said there will be hundreds of nonprofits at the convergence and the intention is to have them all meet, coordinate, and move forward together. There will be break-out sessions from 5 to 6:30 p.m. both days, allowing the general public to meet and brainstorm ideas about community on Saturday, and giving representatives of the nonprofits a chance to meet with one another on Sunday.

"The one thing [The Big ONE participants] said is, ‘Let’s make this event the starting point,’<0x2009>" Jacobs said.

To act on the ideas generated at the convergence, the Peaceful World Foundation has agreed to let participants use its headquarters in San Francisco as a weekly meeting place to hold revolving town hall meetings and gatherings. Rao said the event is about bringing like-minded people together.

"We’ve lost that sense of collective empathy and urgency about what needs to be done," Rao said. "We are inspired, and we want to help others be inspired. We believe in Dr. Martin Luther King’s assertion that the tranquilizing drug of gradualism is unacceptable."

Rao said relying on the commercial and governmental systems to solve pressing global problems through science and technology is a leap of faith that the people shouldn’t be willing to make.

"They do have a large role solving our problems," Rae said, but without collective and individual efforts to bring about change, leverage skills, and pressure governments, the will to take big steps just won’t be there. That requires a convergence like The BIG One.

"Everyone I have spoken with has resonated on that aspect," he said. "They say, ‘Yeah, I want to go and meet individuals face-to-face and build that trust.’<0x2009>" *

Go directly to court

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After nearly four hours of debate punctuated by boos and cheers from an impassioned audience, the San Francisco Board of Supervisors’ Budget and Finance Committee decided May 14 not to release $500,000 in reserve funds for Mayor Gavin Newsom’s proposed Community Justice Center.

The project, modeled after courts in Manhattan and Brooklyn and touted by Newsom for years, would be a tribunal for bringing in quality-of-life crime violators — usually the homeless or other street denizens — immediately after they’re cited and, in theory, getting them right into social services or community service work.

But the 3-2 committee vote against the project was based on this year’s big budget shortfall, Newsom’s opposition to other expenditures outside the normal budget process, lack of demonstrable savings or benefits from the program, and the fact that the social services it claims to offer are being cut.

"Let’s be clear here. We’re having this discussion while we’re contemputf8g some of the most draconian service reductions, at least that I’ve seen here, in seven-and-a-half years," Sup. Chris Daly said at the hearing.

He cited $3.3 million in cuts to senior services, $17 million in cuts to the Department of Health, closure of the homeless service center Buster’s Place, and a reduction in mental health services as examples.

In early May, Newsom vetoed an initiative sponsored by Sup. Ross Mirkarimi that would allocate $76,000 to record and post the proceedings of various municipal boards and commissions on the city’s Web site. The board voted 8-3 to successfully override that veto on May 13.

At the CJC hearing, Daly read a letter from Newsom dated April 30 saying he wanted to hold out on new spending initiatives like the Mirkarimi measure until new programs could be considered in the larger context of the 2008-09 fiscal year budget deliberations that begin in June.

"This is his veto message based on the dire budget situation," Daly said. "These words are directly applicable to the item in front of us."

Sup. Bevan Dufty and other Newsom allies on the board are expected to try to overcome the committee votes by introducing the proposal to the full board. Dufty told us, "I recognize there are members of the committee who aren’t comfortable with it, but I asked that the full board weigh in because I felt like everybody on the board ought to have a decision whether this moves forward or not."

Newsom Press Secretary Nathan Ballard blasted the committee vote, telling the Guardian, "It was cowardly for Chris Daly and his colleagues to vote against the Community Justice Center. They lack the courage to support this program that will help get low-level offenders back on the right track. Why? Their fear outweighs their capacity to care: they fear the idea of agreeing with Gavin Newsom more than they care about people in the Tenderloin who are suffering and need help. They ought to be ashamed of themselves."

But critics say the proposal is rife with problems. Peter Masiak, lead tenant organizer for the Central City SRO Collaborative, said the CJC plans did not call for enough staff members to handle all the cases on its own. The staff would therefore have to refer people to service providers like his group, whose budgets are on the chopping block.

"It does nothing if you’re creating an expensive mechanism for referring people to services you’re cutting," he said at the hearing. "I’m concerned I’m going to have to tell my clients the only way they can get services is to stand on the street and smoke crack."

Deborah Newman of the City Budget Analyst’s Office said the CJC would cost approximately $2.9 million annually to operate. The $500,000 discussed May 14 originally was set aside for two holding cells — one for men and one for women — subleasing the court space, tenant improvements to the space, and social services.

Newman said that after tenant improvements, social services salaries, new cells, and subleases, new expenses would cost the city $2.4 million, even with a $1 million federal earmark supplied by Speaker Nancy Pelosi. CJC supporters said savings produced by the court would justify these costs.

San Francisco Superior Court Commissioner Ron Albers said San Francisco has used problem-solving and collaborative courts for more than a decade, citing the award-winning behavioral health court for mentally ill offenders as one example of how these courts can stop the courts’ current revolving-door system.

"This is a difficult budget time, but we can target high-end users of expensive programs and save money," he said.

Albers added that under the current system, people charged with misdemeanors must wait two days for an arraignment, while those charged with felonies wait three days. At $152 per day per bed, taxpayers spend thousands of dollars a year on people whose charges are ultimately dropped.

A representative of the mayor’s budget office told the hearing that the CJC could also save money by eliminating the need to build more jail pods, thus lowering the sheriff’s budget. But Harvey Rose of the Budget Analysts’ office said the CJC has failed to document any actual savings.

"Savings means that a budget is going to be cut, and we have seen no cuts in any budget," Rose said.

Some Tenderloin residents said that because crime is so rampant in their neighborhood, it would unacceptable for the city not to take action in some way, and they urged approval of the CJC. Yet others object to the double standard of creating what they dub the "poverty court." *