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 fit together with the transit effectiveness 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 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 the pipeline, they eliminated 2/3 of the parking. they added the meters. nobody is parking. it is too expensive. it is like $2 an hour. we do have people like older women in our building that did part in the parking lot. it cost them $200 a month. they come out. the have a street-long distance to walk in order to get to the building. they are carrying fans. they are going to wait at stockton. it will take 15 or 20 minutes to wait for the bus.

when the catch the bus, they do not want to pay another $2. but they are carrying things. i like what is happening to the city. there is a good aspect to that. but there is also an economic impact on a certain segment of society. i know the gentleman said they see everybody riding a bike. i do not see everybody riding a bike. i see young people, the vast majority from 20 to 35 years old that are riding bikes. i do see people starting to buy small bikes to ride to their parking lot. a fella came in a wheelchair and missed his stop. he was talking to the driver and

said i had to get off. this does not go all the way back fourth anymore. this guy who had a 20-minute medical appointment, he let everyone know, went down the rest of fourth street and turn down harrison and went another two blocks and went another block and a half before he could get off. there was no way he would make his appointment. harrison is a huge street. it takes forever to get across, there is a lot of congestion. he did not have anyone to push his chair. he was this late heading back down to the street. that one aspect -- there is a

large segment of the population that have difficulty getting to where they're going. the muni isn't that division right now. there is no more cars on that street. maybe the city will make its money back for putting all these things in. the lines on the street or not clear. we were trying to figure out which parking spot, which was 3, which was for, which was 5. they put the white lines on the outside toward the bike lane which is such a small white line, it does not go clear across. it is difficult to understand if you are in three, four, or five. i am giving you a detailed example of one area that was

down there. i had to ask the traffic officer to come over and take a look. when he came over, he was able to point out that they were being lenient in the area because it is not clearly marked. the other thing is, a lot of people feel in terms of muni, they are unfamiliar with it, getting on the bus. they are unfamiliar with certain neighborhoods, there is a level of concern riding muni. >> is there additional public comment? public comment is closed. vice president miguoore: we saw

-- it could say that global competitiveness will directly depend on sustainable mobility. the movie made that clear. in comparison to many cities we're doing great, in comparison to other cities in the world, we could be doing better. i think we need to catch up quickly. you are making a great and good presentation. tplanning and transportation and hopefully were -- open space will work with each other. and increase liability.

even if things change, we maintain and enhance quality which makes us unique. it is the way departments work together. and the creative solutions and your presentation is the open door to let us see what we're doing. >> i am encouraged by sf park. i can figure where i can park. when we break, wi can go get my car. lots of blue lines around city hall. i like your comments and presentation with respect to greening electric vehicles and

all that, the more hybrids we get, the more electric vehicles we get will come along that will address the carbon footprint in one way. it is not going to address it in other ways. my cynical view is when private sector comes along to offer those kinds of vehicles, there are few out there. not sure the volt is completely electric. as the get smaller, people will turn to that kind of alternative and things will be as congested as they are now. my view is to attack it through regulation and congestion pricing. president olague: thank you for coming. i know what i want to see.

some of it is funding. the with the infrastructure is set up -- it will take us time to reach our goals. i feel encouraged by the information you brought here today. i got distracted with the land use and transportation and integrating the work of the department's more. i feel sometimes we went through rezoning of many areas already. a lot of people have been critical of the fact that in the eastern neighborhoods, maybe we did not go as in-depth as we could have. as it related to transportation and the first -- we have a transit first policy in place, obviously. i am wondering, i feel constrained sometimes because we have projects that have been

grandfathered in. we have attitudes about parking and this sort of thing. with this project by project approach, i sometimes still feel what is absent from our conversations appear is a real look at how the project complies or does not, or furthers our goals around transit first and these other sustainable issues here. sometimes i think we are constrained by some of the grandfathering and code constraints. how do you see the two departments working more coherently or conceit -- could easily together to reach these goals? sometimes i'm not sure, i do not get a sense of how the conversation is happening. >> if i may speak, it is

working very well. again, i think for me, the thing that has been in opening is the willingness to get to a good solution that is good for the city. now we have the cards and the regulations, there are a lot of opportunities to revise them and to improve them to make them work better for the golden want to achieve. for the mta, we probably may not have been at the table as much as we ought to have been in the past and now we're at the table at the beginning of the discussion. the staff are reaching out to mta staff as well to make sure we are getting the right level of communication that is needed to solve these hot issues.