been low? >> bewe collected that information just over the last month ~ and we've reached out to pd within the last couple weeks. >> okay, it would be great at the next hearing or next check in on this if we can get information from sfpd how their enforcement is going to make sure this pilot makes sense. from my perspective it makes sense these are the direct near term improvement that could help inform the broader project and i'd like to make sure that they are on track. >> sure. >> how did sfpd respond to the request for added enforcement? >> i'm not aware of any response wrest. yet. >> okay. i'll be honest. ~ we've had quite a few bus only lanes in the city and i don't think i've ever seen them be enforced. we put the new red lanes on church street. supposedly they're theoretically being enforced. i've never seen or heard of any enforcement on the red lines on church street. and just so many of these

changes potentially rely on enforcement. and i don't see that enforcement happening. you know, mta paid a lot of money to the police department every year, even after the current budget goes into effect. and i just don't see -- i just don't see that happening. i'll say the same with double parking. we have an absolute -- you know, epidemic of double parking everywhere in the city and that screws up muni. it screws up biking. it messes up a lot of thing. and that's sfpd and mta lack of enforcement. he you don't see enforcement even on major corridors where a delivery truck is double parked and stopping an entire muni line in its tracks. is there a sense that we're going to see those kind of improvements? because some of these short term trials and even the longer term are going to be very reliant on effective enforce many by mta and by sfpd. >> yeah, that's definitely something we're trying to

account for for the design. we want to the greatest extent possible have self-enforcing designs like the one at 10th dr because it's a channelized turn and just a much higher compliance right there. but we also want to be sensitive with the automatic enforcing design that is sensitive to some of the land use access issues for accessible, for hotel access, for business deliveries. so, we don't want to be too heavy handed with that. that is something we're trying to follow-up on. >> just to reiterate, i think -- it's currently and will be, a critical missing element in a lot of our street relate and had transportation related policies, the lack of any single encroachment existing enforcement. >> agreed. >> you can go on. >> so, in coming up with the market street and mission street concepts, want to

acknowledge supervisor wiener's question about additional buses from mission street onto market street. the transit improvements i touched on earlier increasing the station and boarding island capacity will provide additional room from buses to operate more effectively and efficiently. but we would be with the mission street alternative be adding about 30 to 35 buses during the peak hour onto market street. so, whether or not the market street improvement bias [speaker not understood] capacity to accommodate mission street buses is still under study and will be determined. however, i want to show that between market street and mission street, we're really looking at two different types of cycle track. the market street cycle track is vertically separated, has a site lift for bicycles to get on and off the facility, and brings the people and bicycles much closer to the activity of the street. it does require cutting back some of the right-of-way as market street is quite constrained.

the advantage for mission street is with the bus-only lane and some of the parking being moved away, that there is adequate right-of-way to put in a horizontally separated cycle track. and without the buses to also implement a greenway. so, we're looking at slightly faster and horizontally separated facility. we think of them as two fundamentally different types of facilities that may appeal to different types of users. and this is why we feel that this is an alternative worth moving forward into further study. paramount to creating a bicycle facility on a street away from the primary attraction is connectors. and the project team has come up with a project concept to actually provide a direct connection onto mission street from valencia and possibly also from the wiggle. and this figure shows some of these north-south connections that we think could be

implemented with a parallel facility approach. i do want to acknowledge, though, that there is a very large existing volume of people on bicycles on market street that are much greater than what they are on mission street. and a lot of that has to do with the existing bicycle facility and how on market street and how they naturally channelize further into the system. but also there is opportunity from our origin and destination studies that there is a lot of bicycle activity growing in the south of market area and also in the mission and castro area. and, so, the anticipated growth for bicycle trips is shifting south ward. and, so, having a parallel facility may accommodate that growth efficiently. and then there is also a large desire to see a cycle track and some of the preferences that we've collected show that people are willing to divert if

necessary to access the cycle track. i'd just like to close with acknowledging that we have a grid system that has many [speaker not understood] effect. so, any changes in the automobile circulation, including forced right turns or turn prohibitions will have downstream effects. like i said, we've reached out to sfpd for enforcing and taking a note of the manpower needed to enforce turn restrictions. a couple weekends ago we had construction and they needed 2 to 3 control officers at each and every single intersection. and, so, we want to put in improvements that avoid becoming too labor intensive. would rather have solutions that are self-enforcing and we also want to balance access concerns for a lot of businesses throughout the corridor.

with that i'll -- >> thank you very much. >> good morning, supervisors. my name is neil [speaker not understood] and i'm with the san francisco planning department. i'll walk you through an overview of the major design principles and then tell you some of the highlights from the plan, from an urban design perspective. first, market street, the market street design will make the icon i can unifying design reflecting the importance of san francisco. but one unique quality of market street is the collection of plazas, on or adjacent to the street. the plazas enhance the character of the street and further identify the unique districts along it. they are an extension of the street as a public space and they also feed the street life in ways that sidewalks alone can never do. to complement the unified design will be new elements that highlight the changing character of market street as you move from one district to

the next. this is a real asset that we have not taken advantage of yet. we have identified sick districts along market street highlighted here. ~ six districts also as the downtown becomes increasingly pedestrian focused with more development, more transit, and more bikes, the network of routes that are appealing in their design to pedestrians is an important new piece for the city to consider. as we develop this network, we should be -- keep in mind that the large number of important pedestrian destinations, and this list is growing. so that the results provides the most meaningful set of pedestrian routes at the highest quality. also, private development highlighted here in purple should be leveraged where possible to help build out this network. now, we know how design routes and spaces that appeal to

pedestrians, but we have not always adhered to these principles. here are three overarching principles developed by architects from our team that we should be following. the heart of the heart. market street between third and fifth is the heart of market street. it is the one location along the entire length of the project, a project which spans a little over two miles, where place, sense of destination, and public life form the most important design criteria. movement, however, dominates everywhere else along the corridor. this is the crossroads where there are almost as many pedestrians moving to destinations north and south of market along it as shown here on this slide. there is a growing number of pedestrian destinations from cultural institutions to retail centers to moscone center, to the over 20,000 hotel rooms in the downtown. plus the thousand of residents and hundreds of thousands of employees.

~ thousands as we study the pedestrian use along market street and along mission street, we found a dramatic spike in pedestrian volumes during the peak hours of retail on third and fifth streets. interestingly, the two ends of mission street have comparable numbers as market street. they follow very similar patterns. mission street just slightly lower. so, moving to the design, through the design we address the large number of wide intersections, many of which are uncomfortable for pedestrians to cross by narrowing them. we're also redesigning two of the four intersections with middle islands which currently force pedestrians out of their way and require them to cross two lane cycles which every other mode gets to do. crowding is a factor we consider? n studying minimum widths ~ for

comfortable but intimate walking experience. and finally in san francisco we consider the public space, we consider streets as public space and not just as a means to move from a to b, and this will be reflected in how we've laid out market street. now we turn to public space. what this shows, plazases offer very little variety of activities. it results in a mono culture of use. ~ just notice the large number of blue tones similar to activities highlighted here in the number of plazas along it. volume is lower than peer international cities. some plazas are well used. others are not so well used. and other plazax offer new opportunities for more near term improvements. ~ plazas

finally looking at the identity, the undifferentiated sidewalk creates month knot us in environment and ignores characters which goes against the diversity of san francisco. monotonous ~ also the sidewalk design, cluttered space in an open and random way but not responsive to the context or any clear sense of hierarchy. and the new design brings a clear hierarchy to the space and includes more invitations to linger and enjoy the market street vibe. and in light of the -- bringing strength to the character of the different neighborhoods, there is the element of the dee sane that reflect the different district identities. now, in terms of the design and actually looking for the pedestrian, there will be 15-foot wide path to travel and a 6 to 10 foot wide street life

zone. it will be a smoother and more comfortable walking surface. [speaker not understood] pedestrian crossings will produce safety and crossing convenience for pedestrians, while transit boarding islands will be integrated into the public realm in a visually distinctive way. in terms of how this might look, once it gets built, this offers the design that builds upon the multiple modes that use market street to create a more inviting, exciting and comfortable experience that will vary as one moves from one district to the next. it integrates transit rider as someone who use he benefits from a more pedestrian focus design not just as someone who sits or stands at a bus. maze as, plazas are key elements to creating key vibrant attractiveness in market street. various spaces and activities along this length has something

that offers -- has something to offer to a broader cross -section to visitors and residents. [speaker not understood], address shortcomings and offer inspirations for new opportunities. each plaza has been studied to understand what works and what needs improvement. the plaza shown here has the greatest potential to become something truly special. it has the foot traffic to support many more activities on the surface. and despite being the most well used plaza along market street, it still fares poorly to comparable spaces in peer cities in terms of number of users and activities. clearly the large hole in the center of it is the main reason for the center of performance. now, we presented the urban design aspects of this. there have been other comments in the past about what is going along within the buildings and

that is a parallel project led by [speaker not understood] in the planning department and, so, this really taken together has become a very much closely integrated and compatible set of proposals that are developed that go along with land use, urban design, and transportation all as one package. thank you very much. and then finally, public workshops coming up in the middle of july, we've been able to give you a small teaser here of the large amount of work that's been done, and invite everyone in the room to come out and join us and see everything in detail. thank you. >> thank you very much. >> can i ask one question to mr. [speaker not understood]? neil, i think one of the questions that many of us have around sort of a mission versus market options about essentially separating pedestrian transit from bikes is i think laid out in your presentation about the identity of market street as being sort of a place where you want to build community and you want to have a lot of very difficult

verse constituencies going through. and i think the challenge with sort of separating the various transit communities, while i think it could make some sense from a purely kind of engineering and transit standpoint, i worry about the character, worry about the identity of market street. wonder if you could respond to that from a planning standpoint. >> i think in terms of including the track in market street, we've always seen cyclists as contributors to public life. the more that we can do to treat them as something closer to a pedestrian to a hard object like a vehicle, i think the better off the system is. and, so, the cycle track option for market street certainly goes to great lengths into integrating that into the street life zone. the street life zone is really supposed to be like this space where transit riders transition into pedestrians and back to transit riders, where cyclists can get off, park their bike, go into a shop. cyclists can do it very easily.

i think cyclists on market street contribute a lot to the public life and are very much a growing and important constituency in the city of san francisco. >> again, i absolutely agree with i think all the statements you just made and one suggestion to the working group is thinking about how you balance what was just expressed with how we want to build a community on market street versus some of the transit and engineering constraints that we have i think is our challenge right now. >> good. thank you very much. >> thanks. >> thank you. >> i'll just briefly show where we are with our costs for the planning phase. this just shows our budget and our expenditures. is, for the consultants we have

just about 400, $500,000 left. for all other city costs we have [speaker not understood] left. this shows what we have for our environmental phase. we're carrying forward $1 million from this phase for environmental. and for the 13-14, we have about 2.5 million that we've put in the budget for the first year of the environmental phase. >> is this the one slide for budget? >> yeah. >> i had asked some questions earlier about near term pilot projects, particularly around thinking about how we deal with double park, how do we consider other required right turns, other types of pilots to really think about reducing public auto traffic. is that part of this budget? >> that budget is separate. some of it comes out of mta budget. it comes from different places. it's not part of the better market street budget.

so, each one has -- many of them are out of mta's budget. some of them are out of dpw's budget, near term urban design projects. >> it seems to be perhaps it ought to be part of the better market budget. obviously where money sits, as long as it gets to the right place is not the biggest deal in the world. but i just again want to get a sense of what is the commitment on the part of the various agencies to move forward the various pilots. we've heard there is a commitment, but i would like to understand what the budget is, what are we actually going to do. >> we can go over it right now piece by piece if you want. there's not necessarily spending commitved for all of them, but we can show which ones aren't, or we can follow-up with you. >> i would love it if there were some brief answers on that to start the conversation if folks can.

>> so, supervisors, i think four weeks ago we sent you a near term list with projects that were funded and what were not funded. and, so, i would like to refer to that list. the first page, it has a list of all the projects that we have funding for and the ones we're still seeking funding. in terms of near term projects or even potential pilots. >> great. i think the ones that i'm particularly interested in are around the shared auto restrictionses and delivery truck restrictions and traffic -- i guess traffic enforcement we've already covered, but looks like on the document that i have from a couple months ago it's 10, 11 and 12.

and i do see potential budgets there, but i just want to get a sense of what the commitment is to actually move forward on those types of projects. in particular, number 11. if our numbers are the same. >> yeah. so, supervisor chiu, we have identified what some of these auto restrictions would look like. as andrew said, we're in the process of doing the analysis to determine more specifically what they would cost and how effective we think they would be. the challenge is that we have not -- we're just entering the second year of a two-year budget. we did not budget specific funds to implement these. the one-time -- any one-time hard costs associated with these would likely be relatively small and something that we could likely identify funds for in our capital budget.

the challenge is the operating funds which are basically staffing the pcos, which from our experience on the first right turns at 10th and sixth were pretty significant. those significant levels of staffing needed to make these stick initially. you heard that we've now seen a decline of compliance, 80% of 10th street is not bad. 30% of sixth street is not so good. so, to be able to sustain these kind of improvements is also what we need to consider as we're trying to figure out where we come up with these costs. but the short answer is we don't have dollars currently identified in our fiscal 14-year budget that would fund pcos staffing needed to implement these. so, as we work through the analysis and try to determine which might be the most effective where we might get the most bang for our buck, we'll be faced with trying to figure out are they worth doing and what we're going to cut

within our budget in order to fund those. >> okay. i guess from my standpoint as i said before, i'd love to understand the progress you might make in thinking about this and hopefully in the near term get support from you on various analyses you've done and what do you think is the most cost-effective way to [speaker not understood] for all these pilots. >> absolutely. i think we're all doing that for all the things that were on the list that we sent you a month or so back. we're kind of working through the list. but many of them don't have identified funding sources. >> it did strike me that particularly this option could really help inform how we think about the various bigger options that we have around market versus mission. >> yeah, there's no question. we would love to do anything -- they're task restrictions, any kind of traffic restrictions we would love to do. they would have some ben filth to muni today. they would have some benefit in informing the analysis of the larger project, but they're not -- in order to do them

correctly at least from our experience with the restrictions at 10th and sixth, they required a pretty significant amount of funding. that's what we're balancing. >> have you guys considered traffic cameras? i'm wondering if there is a way to use traffic cameras to assist in the enforcement. i know you have to deal with cats to some degree. >> yeah, right now i don't think we have space in our camera contract to do that. it is possible. they're not currently programmed for vehicle restriction. they're programmed for red light violation. i'm not sure even if state law provides for that. it's something that we can look at as a possible way to gain compliance. i think that the presence of the uniformed officer out there, at least initially, was very effective in the first rounds in terms of achieving that compliance. but we do have to -- as andrew referenced, as we're thinking longer term about how we manage

all the restrictions, to the extent we can design them in, the better off we are because as we've seen from the conversation the chair had about the difficulty of sustaining enforcement, that will always be the case, that it will always be difficult for us to sustain enforcement. but to the extent technology can help, to the extent design can help, we certainly want to avail ourselves of those options. >> have you considered double ticket fines or other ways of increasing the enforcement penalties? >> i don't know if we've looked at that or if it's something that we can get a state law changed to evaluate. but we'll take a look at that as well. >> my understanding, and i'm looking at this in a portion of my district, that is something we can do locally. again, love to hear some current thinking around it. >> sure. >> thank you. >> thank you, [speaker not understood]. okay, i believe that is the conclusion of our staff presentation. so, thank you. we'll now open it up to public comment. public comment will be two minutes.

and i'll call the first number of names. rick [speaker not understood]. judy bee. mark bolt on. paul valdez. kit hodge. randy shaw. chris dolan. john mc dowell. zach extender. paul gal berg. ~ gallagher. come on up. [speaker not understood]. good morning, supervisors. thank you for affording this opportunity. i'm rick [speaker not understood], president of market street railway, the 1100 member group [speaker not understood] and cable cars. for more than 150 years market street has been about motion. it is literally our city's main artery. we need to focus our efforts and resource he to make it flow more [speaker not understood] for bicyclists alike. if we compromise this goal for other considerations, we will be saddled with higher muni operating costs and less safe conditions for bicyclists and

pedestrians for decades to come. we believe the mission street cycle track option has very serious flaws. unlike market, mission has many driveways which presents hazards to boeing cyclists and motorists. even bigger disadvantage is moving buses on mission street to market. 14 and 14 l use articulated buses. having these and the golden gate transit and samtrans buses are going do overload market and with greater transit time on market even if you eliminate private cars. we do support strong efforts to speed transit as part of this project particularly by reducing the number of island stops for the up line and the buses that use the island line lanes. we also support prepaid boarding at the busiest stops with ticket machines. this will make trips shorter for all muni riders on muni stops and that will [speaker not understood]. we notice the strong emphasis on so-called street life activation zones. we do believe in more street life on market street. we are lucky to have many plaza

areas to do this. we want to support market in motion, keeping the primary focus on moving faster for transit riders, cyclists and pedestrians to get them where they're going. thank you very much. >> why don't we hear from the next speaker. i thought this gentleman had come before. hi, my name is judy bee and, supervisors, i would like to thank you for the presentation. i was really glad to hear it. i was hlsd to hear the questions you two asked of the presenters. and i want to voice my support for your encouragement that they really focus on how to make market street a community space that is beneficial to pedestrians, cyclists, and the people who are using it whether they live here or not. we've had a lot of talk about improvements to market street that are very specifically beneficial to corporations. i think these benefits benefit all of us whether we live here,

work here, or are visiting from out of town. thank you very much. >> thank you very much. next speaker. good morning, supervisors. my name is mark bolton. i am a local resident, teacher, cyclist, pedestrian, driver, at another timev i want to applaud and encourage the work you are doing to increase oversight of this project. it is critical. i also want to encourage you to continue to find ways to envision market street as being the space that we continue to build out and develop as a civic thoroughfare and as a place for our community to coexist. i think moving the cycle track to mission street would be a mistake because in a sense it would be ghettoizing an entire segment of the transit community that needs to share the space on market street as the historical and community gathering place for san francisco.

so, i encourage any -- i encourage us to continue looking at how to use market street best. thank you. >> thank you. next speaker. good morning, supervisors. thank you very much for taking the time to listen to us. my name is paul valdez, a resident of the mission district and member of the san francisco bicycle coalition and respectful cyclist that rides down market street to get to my office on montgomery. [speaker not understood]. my perspective and awareness really changes on two wheels. i want to thank the sfbc for their continuous efforts for being a great force in helping to transform the streets of the city and to safe and comfortable places to ride. special thanks to mta and dpw for laying down fresh new pavement and vibrant bike lanes along market. my current commute down market street can be quite distressing. for instance, it begins on market street. once i turn right from valencia onto a shared lane in