their emissions per mile, vary depending on what propulsion may have. but there is no way to get a carbon neutral car. you cannot get to zero. there are manufacturing impacts to make a car, shipping, electric transmission, etc. but electric cars do reduce emissions to a regular car. electrification as an industry is important. but there is another problem. it is important for this commission to meet climate goals, because that reduces co2, but it does not reduce sustainability levels. there are still too many cars. congestion affects our economy. people are causing major traffic fatalities. electrification is only part of

the solution, not the full solution. vehicle miles travis -- the vehicle miles -- one we did -- when we did transportation analysis, we looked at miles traveled compared to the outer areas of the city. we'd really need to tie our land use and transportation in those areas. it is a good way to check back with priority development areas. not to say that as we move forward we need to pay special attention to the outlying areas of the city, to make sure there are options there to reduce their emissions as well.

we need to lead by example internally. there is a luxury or pressure by the city to have these be recycling programs and composting. we were one of the biggest waste generators in the city, and now we are one of the smallest. we are also working with the public utilities commission on our routes. we are working with the department of the environment. we have a green roof on our office. we have a tremendous success with our transit. it is one of the greenest in the country. we work with restaurant tours to get the grease from their -- we work with restaurants to get the grease from their restaurants to fuel our fleet. our taxi fleet is the greenest in the country.

80% is green vehicles, hybrids or alternative vehicles. we have some very stringent construction guidelines for our agency. we have also submitted ourselves to the sustainability commitment to the american public transit association. they have levels of commitment similar to the leed standards. we will qualify as a golden- level status, one of the few in the country that has met that requirement. that is not enough. that is the 1% the agency talked-about. the other 99% is the six key strategies we are trying to push as our climate and sustainability strategy. it is really about managing travel demand, trying to increase the requirement from our residents or visitors who

have to drive. the supporting infrastructure -- we cannot just say, here is the option. it has to be equal or better to what they have now. with that, and very challenging ideas to move forward. it is important that we get the support of more of our partners to make that work. i will walk through these very briefly. the first strategy is trying to integrate a lot of data. we have so much data -- next bus, next train, 511, 311. we have more coverage and anybody in the country. a lot of parking information. a lot is out there. we have to figure out how to integrate it. when we have the ability to have a lot of information for the

users, the can make a smart choice of whether they want to catch a train or a bus or take out by sharing. ridesharing is an area where we are trying to do more with this system, and getting more people to share the ride. we are strongly supporting car sharing. we support both of the operators in the city. there is also peer-too-pierre -- peer-to-peer car sharing or you can borrow your neighbor's car. it is a good system. we are working with the region to debut by sharing, which i am excited about. that will help with smaller, shorter trips. this is something we would like to see happen with our app development community.

eventually, you will have all the data you're looking for at your fingertips. whether you need to get to a meeting or a friend's house or moving around the city, whether transit, bicycle, texas, or a car make sense, you can see what is available there. we are the cradle of all of these high-tech businesses. we should contact them to ask for support in this. on parking, demand management, parking is something where we have one of the best tools for demand management, tied with conduction pricing -- with congestion pricing. the program has been launched over the city where the data from the ground feed into a database and let's customers see whether parking is available. this is what it looks like in real time. you get to see what is available

in terms of availability, whether it is heavily utilized or freely available. as you make the trip, as you get closer, the spots pop up. we are not anti car. we want people who need to drive to get to their destination quickly, so they are not forming congestion. almost a third of our congestion in the city is double parking and circulating cars looking for spots. if we can make spots more available, it will help people get to their destination and how our transit system. we think cars in certain corridors work. in other corridors, we have to treat them as guests. guests have to behave. we are looking at that as a strategy. looking at smart growth, development, we look to the planning commission for guidance. you have led many of these cutting edge programs and

policies. our job right now, and what we are pushing for, working with planning and redevelopment, is to get in that conversation from the beginning. what are the transportation in packs and opportunities with these developments? how can we make them work better? also working closely with our partners on reclaiming street space -- these are some examples of things we have been working on very closely. kudos to the planning staff. they really helped pioneer this. it was a bit of the struggle with the department to get our hands around these parklets. they have been very successful. without transit, we cannot do any of these things if the city does not work with our transit.

muni carries more than all the other systems combined. in certain corridors, which carry more than at most distance in the bay area. we have lot of operators. part of the regional transportation agencies have push is to figure out ways to make transit work more effectively. the mta is working on the transit effectiveness project right now, figuring out how to get to those low-hanging fruit opportunities, but also doing a structural modifications to the system the will help us meet a lot of continuing questions of capacity and crowd in. peak capacity is absolutely critical for us to have any of these growth projections work. right now, we are at capacity. if we need to grow, we are asking for the regional

government to help through this sustainable community strategy process. regional core capacity means san francisco transit capacity. it is not a san francisco issue only. it is a regional issue. we support that statement and the directors pushing that, making that statement. our current run the system is comprised mainly of light rail, updating the bus lines. the heat -- hear if you see a -- here you see our approach. we have other approaches. need to do light, rapid programs where we look at things like clarity bus lines, consolidating certain stops forepeak corridors.

hopefully, we can get more cost effective solutions to speed up the services. this is one of the corridors we are looking at. walking is a very cost- effective solution. san francisco is one of the most walkable cities in the u.s. we also have issues with injuries and fatalities. a lot of those are things we are paying special attention to, especially in the inner area of the city. we have been estimating the annual pedestrian crossings. this intersection estimations. you can see the major pedestrian areas are really the financial district, waterfront, and tenderloin. you also see spines of yellow. those are transit corridors. that is the mission corridor and

the geary corridor. you see the grid. there are areas that have more facilities to make walking more conducive, and others where it is a lot of work. we are a city of short and frequent trips. that is a good thing. that makes economic vitality in a city drive. it makes local businesses thrive. we want to support that. here are some examples of the latest project. the prominent was a success. we want more opportunities to get that local economy in preparation to do that. looking at st. design, and no commissioner more -- looking at street design, i know

commissioner moore has been excited about this. pedestrian to vehicle exposure has been great. we would like to see dedicated transit and cycle facilities, and reduce the risk for pedestrian exposure. that is something we are trying to push for. i know you approve the better streets plan. we are translating that into a tool designed for complete streets. it is very expensive. that is something we are really paying attention on. when we just use paint, we have seen major differences. bicycle exposure in the last three years has increased 60%. we did that with paint. people do want to ride their bicycles. while we initially had a finite

demographic, it has broadened to every part of the city. we've seen every demographic. mothers with children. seniors. people who claim to be disabled cannot walk very far but can ride a bicycle. we are going to see a broader application of bicycling in the city. we wanted to push them forward. here was the existing bicycle route network. we're basically seeing a more comprehensive network. we are 50% of the way there. we have completed more than half of the near-term projects. we are excited to wrap up. what do we do next? how we push the little beyond 5% and get to 15%? on taxi every charge in situations, our strategy is working on greening the taxi fleet. taxis on average drive six times more than residents.

there are six times more opportunities to green our taxi fleet than the private vehicle fleet. not to say we should not do that, but in a constrained environment of resources, it is good policy to work on those flights. we support the expansion of electrical vehicle charging for the entire public. that gives you a broad overview, quite comprehensive, of what we are doing for the agency and the city. we cannot do this on our own. we have a lot of partnerships. we work closely with the city planning department. our other partners, regional, local, state, and federal, and the private sector. we need to focus on withholding the transit first policy, doing parking reform policy, and trying to tie those pieces together to provide either stable funding sources for new funding sources to build the

complete streets we all want to see happy -- see happen. president olague: think you. commissioner antonini: thank you very much for your presentation. i know you mentioned study in cities throughout the world, but i think you also have to study american cities, because we are in america, and americans are more independent and less communal the other areas. we have to pick up the things they do well. i have been to a number of cities that i found there center cities very common -- calm, denver and san diego some examples, because they have ways to divert a lot of the traffic outside of the city, so the heart of their city is a calm one. we have a geographical problem. a lot of traffic has to go through san francisco. your thoughts about giving people out of cars may work part of the way, but it is never

going to stop the commuter or the person who is traveling and has to travel, by necessity, through san francisco. the only thing we can do is find ways to move our transit and not compete with the cars on major streets like van ness and geary, and take a cue from what was done about 90 years ago and start building tunnels where we can and put transit in its own right of way, where it is not in competition with everything else. to objects cannot occupy the same space at the same time. it is expensive, but given our share of people who, -- who ride public transportation, funding should go where people use it, not to a lot of systems that may be politically attractive, but nobody rides the systems because nobody writes public transit. it does not make sense when there is no center. we have a definite center in san

francisco. the most important thing you said was we cannot really have transit first until we have transit, and we do not really have it yet. when i take muni, it is packed. this was from west portal to downtown. i met a staff member who was taking the money with me in the wrong direction -- taken muni with me in the wrong direction so she could get into a car. she got on and rode down to powell and was able to squeeze onto a car going the other way, because she wanted to go west. right now, i see you are running buses to try to mitigate some of the crowding there. that may be a stopgap solution, but it is part of the problem. you are putting more surface buses that are getting in the way on the surface, rather than digging another board and

running a second tunnel to get out to the sunset district, which i believe is our most heavily traveled line. also, the area between market street and the tunnel on dubose is a huge problem. it takes forever to get those couple of blocks. where funding is available, that has to go underground and connect that, so it is a seamless transition, as it is when you go west to twin peaks. transit has to be in its own right of way. bart is an example of a system people really ride because it actually works. the are not having to stop and go on city streets and have buses always pulling in and out. it moves pretty fast, because it does not have to compete. those of the main thoughts i had. i do not believe in congestion

pricing. unlike europe, we have options. we have suburbs around san francisco and other large cities. if we overdo it too much in san francisco, we will drive part of our economic base out of san francisco. they're already going to shopping centers where there is free parking. it is a little more difficult to shop here. we have better shopping, i think, but it is more of a challenge. we have to figure out a way to accommodate them in the system. a lot of the congestion we have is not from cars downtown. it is double-parked vehicles, construction going on, buses stopped -- they are never in the bus zone. they are always in the right- hand lane. that messes up the other, two lines. i am not being negative, but this is the real world. if you want to have bus money,

make sure they go to the bus stops and do not hang out in the street. those are some of my main thought. i think you're on the right track. we have spent five years, maybe 10, talking about what we are going to do with rapid transit on van ness and geary, which is not the end solution anyway. we have to figure out how to get this done more quickly and efficiently. whenever we can build subways, i am in favor. it is expensive, but it is the only real solution. it is a crime that we have such a small city, with the ability to go quickly through hills and get people one place to another. great walking city on flat ground. i do not want to be a sweaty mess, walking over russian hill or telegraph hill when i am dressed up, because i am trying to go downtown. new york is a lot flatter.

you can walk further. there are times for exercise, but there are also times when you would rather not do strenuous exercise. thank you for what you are doing. commissioner borden: a lot to think about. commissioner antonini can talk to his republican friends in congress about giving us more funding for subways, but without federal funds i do not see it happening. we have dedicated bus lines in some places. in others, we do not have dedicated bus lanes. the bus gets into the bus stop zone, and nobody wants to let it back onto the road. one car with one person thinks they are more important than a bus with 50 people, which is mind blowing, but whatever. around the transit effective this project, i wanted to hear with where that is installed and

how the goals here fitansit effs projects -- >> currently, we are about to go through and launch the project. we're getting a dedicated team for that. we are really excited about it. we will be doing a lot of background work on it as well, working the planning department -- working with the planning department and environmental planning. we are basically ready to go. we will have a series of public outrage and to analysis by line. it will be an exciting opportunity for us to look at the low hanging fruit we can do right now, and then the other pieces that are more strategic that will require significant funding opportunities to make them work. commissioner borden: one issue

you touched on is information. that is critical. i go on that next bus before i leave my house to determine when i go somewhere. but the vast majority of people -- there are different apps, and i know they are not the city's, but we should publicize them. there is nothing more frustrating than to show up and stop and not have a bus,, and not be able to find out when it will come. i can shower and plan around when the next three buses are coming. most people do not know to do that. there is such low hanging fruit, pushing out that information about where you can find bus times. you can help with muni, because people could predict the timing. the issue that most people do not take the bus is because they need to get some place quickly and do not know when it is going to come. you cannot have that unpredictability. >> we have been ruling that out

on a lot of our transit shelters. the city has a lot of people with smart phones. it is one of the highest used apps for transit. but people are saying what about taxi and that? commissioner borden: i love the idea of integration. >> we have seen a lot of enthusiasm by app developers to try to develop this. our role is to provide the data, to get a clean enough. commissioner borden: this is more an operational issue. one day, i have an issue where the f lines were packed. the van ness station was not operational. they had shut it down. i do not understand what happened on the inside. more than once, the station has been shut down, and not because of a protest, because of trains

being stuck in a tunnel. do we have antiquated systems in the tunnel? for me, one of the reasons you have an impact is unpredictability about when the train is gone to come. are they stuck in the tunnel? water we doing about that? for me, the system works really well when it works. what about the issues in that area. >> we have one of the most porous transit systems. it is not fully separated from traffic. art is rarely late or has on- time performance issues. a lot of our muni rail system is on street level. they can get stuck in traffic, which causes public transit -- public congestion. with the tunnel itself, we are basically at capacity.

we are upgrading a lot of systems. some of them are quick to install. we're working on the ones that are most cost effective. other things require a longer lead time. the other is to look at the metro system that goes downtown. the design of the system is one of the issues. commissioner borden: in that case, it was also an issue of information. you were standing on the f line, and there was no information there was a problem. every train that finally comes through is packed. i walked to the van ness station and had no way to know it was not operational. i could not get a taxi.

i walked down market street and almost threw myself in the middle of the street to get a taxi because i needed to be on time and every mode was not working for me. i really was angry. i do not have a car. i am a transit first person. when you look at the information, had we make this so the taxi drivers know that muni is shut down on this line? i know drivers go bylines where they know -- i remember in nob hill, taxes would come by lines where they knew there would be congestion. where there is a breakdown, people need to get some more quickly. >> that is a big push from our strategic plan effort right now. it is a low-hanging fruit idea. we have heard from a lot of people saying we do not care if it is delayed or not. we just want to know if it is delayed. commissioner borden: exactly. >> they do care, but they want to know it is delayed.

commissioner borden: to the extent you can combine the sources and better coordinate among the agencies, i think you would achieve a lot of deficiencies. president olague: i failed to call for public comment. then we also have a commissioner -- have commissioner moore and other commissioners who want to comment. is there any public comment on this item? sure. come to the microphone. sure. if you could say your name. >> we have a building down on townsend street. i have noticed that we lost initially -- cars were parked in at a 90 degree angle. we have a lot of cars down there. people had freed two-hour parking. since they put in