acceptance and obviously will there are different views on the data collection it seem like you need the shuttles to operate. >> that's right. >> when we talk about control impact environmental impacts again, the impacts just looking at the scale of the system. so my understanding is that muni has about seven hundred thousand board of supervisors a day right now >> yes. >> and my understanding is that the shuttle system that is the times it's operating in san francisco has been 30 thousand boardings a day. >> that's correct based on what we know. >> so the mta understanding the

entire system has 5 percent of the entire muni system. >> that's the equivalent yes. >> given their focused on the shuttles cross the county line that go into san mateo county than the inner city shuttles and the appellants lawyer i heard that apparently those impacts of the inner traffic city shuttles are dramatically lower if i heard him correctly so if we look at what the appellants are focused on the shuttles across the county line their 20 percent of the overall shuttles? based on on what we know yes >> based on what you know 65 or

seven hundred thousand boarding vs. 65 thousand boardings a day for the cross county shuttles that's a little bit less than one percent of the daily boardings of muni. >> i'm not a quick calculator but sure >> i think if my math is correct it's a little bit less than one percent i think it's reasonable to assume most people are going to be boarding twice a day one thought or half of the 65 hundred boardsing tape in san mateo county we're talking about probably about a little bit over 33 hundred boarding a day on the cross shuttles in san francisco. >> but the unleeds are in san

francisco for the return trips. >> that's up to 675 hundred. >> exactly. >> so i guess thank you for that in terms of looking at impacts it seems like this scale a significant in terms of what the actually size is. do you know how many muni stops in san francisco? >> my understanding is about 3 thousand. >> 3 thousand. okay >> we are going talking about a pilot program with 2 hundred stops. i think that's significant with there references to correction e t that's important to put things into prospective with boarding 3 thousand bus stops.

so a question for ms. jones be there were a number of reports submitted by the appellants expert reports and one of them was by someone rendering an expert opinion about air quality have you reviewed that report >> thank you scott wiener yes, i've reviewed the report and our in house air quality expert our decision is recognized recreationally and state wide when it comes to air quality we have expertise. this report had a number of

assumptions that were built in that appeared to lead to conclusions that did not entirely accurately represent the impact of shuttles the city uses a model for the air quality analysis that takes air quality into account and the screen analysis in this report. we presented new screening data as a full model analysis to our own work but it was really a different approach to analyze. ours is done with the approval of the air quality management district. this way purports a 70 year explore to the shuttle buses but the project was at hand we were noovld is an 18 month project so

you couldn't extrapolate 70 years of explore from a 18 month project. there was questions about the stops and those are subject to regsdz for this program. a really important point is the citywide basis modeling already overtakes those vehicles activity into accountant it's taken into accountant in our baseline analysis with the air qualities and impacts and measures. finally the results of the analyze were not consistent with other novels we've done with the air quality impacts. for example that was very out of scale compared to the health

risks forcing the transbay transit center that has several buses a day my for 689s or analysis for the t e p one corridor an additional 4 hundred buses would have an book of less than 10 in and million where some of the scenarios that the project sponsor found impacts higher than that i'm sorry the appellant not the project sponsor >> thank you after that. and i guess one more question i don't know if this is for director reiskin >> again talking about the impacts on the transportation system there's been reference to enforce on the red zone make them use the white zone instead.

if we were to creatinine muni bus stops you have to work with the mta to get the permits for white zones to create those separate stops say for 2 hundred stops how many parking spaces would that take away. if you look at the bus zones i know there's a range a number of parking spots in each the e extinct how many parking spots in san francisco would lose if we say no, not going to let you let's tech workers everyone loves the tech workers cannot use the muni spots and we're going to have to have you have

our own way >> there are approximately 4 parking spot legislation for muni zone. so for 2 hundred that's 8 hundred parking spaces to be repurchased >> okay. great those are my questions >> thank you scott wiener. supervisor cowen >> thank you very much. first, i want to just begin by saying i'm uncomfortable to learn about the legal immaterial will issues around the bus stops it is a double standard to the larger public. and i am uncomfortable with what seems like we're skirting part of the state law by not enforcing those buses shuttle buses moving into the red zones.

i'm curious to know how flexibility is mta on the pilot program you have a proposal in front of us is there federal court in incorporate some of the concerns you've heard from the appellant tonight >> thank you supervisor cowen and to the president. we went through a fairly expensive e extensive process to get to this point it ended u.s. bancorp up with the legislation egg and the board approved it from the transportation prospective many of the issues raised i apologize. i would here from the whole thing but in terms of concerns about those

shilts from a it transportation prospective is exactly with the proposed pilot is aiming to address. i'm not sure i heard anything from the transportation prospective that will lead us to a different approach in terms of developing a program that is the purpose of the program to address the transportation concerns we've heard from the members of the public tonight and been hearing from our staff >> i'm trying to gather is this set in stone. for example, you heard one dollar is insufficient in increasing that. i'm trying to understand a little bit better within the organization of mta if there's a willing in-laws to incorporate some of the feedback we've heard you've heard along the way your e-mails and the testimony tonight. i've taken notation and members

of the board have taken notes we'll share them with you. is there an openness >> to the president again. the purpose of this pilot period is to gather any simple additional feedback. and modify as need to be either the pilot or use that and will use that to develop a recommendation for more permanent regulatory framework that will be subject to the public process for the planning department they democrat. i don't recall hearing anything about the one dollar issue i'd love to have that dollar amount larger but we're constrained by

the law >> we should skirt that law (clapping.) i welcome we've had one company step forward and in and out of funding from the mta i'll certainly welcome others but we don't have the legal authority to go beyond the one dollars that's based on the program costs we thought to implement the pilot. but the pilot is to gather the information and come up with a recommendation that will make for a sustainable regulatory framework to deal with the shuttles >> my other question how do he settle on the one dollar how was that selected. >> what we did we looked at the costs we identified that would be associated with this program

setting it up to get the administrative processes in police radios to goorth and monitor the pilot my to monitor the enforcements and do signage and basically, all the costs adding up the costs to about one and a half million dollars and looked at the way to allocate those to be existent with state law in terms of how you assign fees and determine that the per stop efforts method of allocation would be best to use the number of stop efforts we estimated based on the information was about one million and a half divided by one mill and a half equals one dollar per stop. >> throughout the decision there's been decision around

gathering information you're studying the pilot program i'm curious to know what others information are you tdr in grashth. >> i'll ask my kraeg. >> thank you carli pain sfmta. so we've identified 3 main questions this pilot is seeking to address and then data that that will be collected in support of answering anticipate. the first it does that pilot mrth the commuter shuttles at mining stops reduce conflict from muni. the woo to access that we'll conduct before and during pilot observations so the plan is in advance of the pilots

commemorate this july we'll be conducting outcomes and our platoon is a combination of in field observations and human beings and using the fronted and rear cameras on muni buses to collect the activity between those we'll looking at the incidents of muni's having to double park to load and unload shuttles and loading and uploading in a double park position and detailed action for muni or inability to access the curb either muni or shuttles blocking sidewalks i crosswalks or bike lanes and a vehicle can't isn't able to stop they curb and that impacts people with physical disabled and

people with strollers we'll be tracking collision data. and then during the pilot we'll collect that seem kind of data we'll be tracking >> your excuse me. your collecting the before where you actively looking at shuttle and how they subcontract with our mta bus stops? >> we'll be doing the before in may starting in insuring we're collecting the data will consistently, however, in our policy development process nelson your transportation consultant to the transportation authority did load a field data collection effort in support of and did do field data collection so we'll be drawing on the

methods that they used and improving them for a more consistent approach. >> okay and do i want me to go through the other 2 the other 2 questions are what enforcement is needed given a program framework and director reiskin mentioned part of the fee will be to recover costs for additional enforcement we want to know how much enforcement is needed if there's a pilot program written there are guidelines and exceptions where if the permit popcorn doesn't follow them there will be a revoked process to determine the compliance how many stops are they making hair permitted to make and are they using the

permitted zones or going outside the network are they loading and unloading or creating details we'll be tracking citations and other things and feedback from the muni operators as well as shuttle operators and the third question will be answering what are the actual transportation nodes and cost to accommodate counterpart shuttles in san francisco we'll be talking the administrative costs and the capital improvements and being ford informed by what improvement is needed as director reiskin mentions we used our best estimates about

what the best costs would be to endorsing the program with you we want to track the costs for a longer-term solution. >> ongoing thank you. >> couple of things. so the budget and legislation analysis we've not talked about the reports yet but they've gathered some statistics about shuttle operations the number of years is thirty years and the recreational shuttle partition n is 10 years and the number of company sponsored recreational shuttles 17 plus companies a number of shuttles vehicles operating in san francisco over one hundred and 31 there's enough strategy data to come to

a way to regulate some of those existing shuttles i know by representing the hill neighborhood we've conducted our own data i wonder how it stacks through the entire shuttle program i'm also saying that to get to the question about the other shuttles i think we're at a position you, you know, google has triggered this and golden is receiving the unfair brunt of that but shuttles have been existing for thirty years so for thirty years have we not been gathering data and paying attention and been enforcing the law that's disconcerting >> (laughter). >> caught you wake up.

>> there's a lot of shuttle data but we need to have this shuttle program to have more data help me understand this. >> surely thank you. carli sfmta through the chair to cohen there are several parts to your question. the shuttles have been active in san francisco for quite a while and the sfmta has been addressing matters but the sector when it feels samuel that precedes my time but when the shuttle base was small its great they're bringing in a lot of people to their jobs and work

places and mass transit options but let's work and moor we're anytime missing the impacts by working with them and our enforcement officers do accredit and give tickets >> can you get it data in terms of citing and enforcing. >> i'll get to that director reiskin motive give you additional information but the approach is with many types of improvement not specific to red zone because we don't have pcos parking control officers that can be everywhere they use their discretion when a violation is happening that's you causing safety concerns and or a causing on impact to metropolitan.

so there's that. but because the shuttle sector has gotten so large and dealing with problems on an ad hoc basis is a ineconomist landscape that's confusing for the members of the public and very xhufgz for muni operator. we need regulation a that's the purpose of that program. so the next question you asked there's a lot of information out there don't you have enough. and what we have what the biggest and analysis report referenced is from shuttle providers i don't want to

characters them we feel like we need to be able to make informed judgment we don't know everywhere that shuttle operators stop and creating a policy if we for example, wanted to say this approach we're permitting we're going to incomplete apply it across the city we don't have enough information to know mr. whether that's a great thing so we start off small to test the data to see how that works it's not just data collection for data collection sake. i hope that was helpful >> if i could just add carli gave a lot of strategyal information we're the only

aspect of this that is subject to the boards decision right now is the sequa review. we don't many our sequa review consider the merits of the project at hand. that's not our determination to make. the sequa review is about the accessibility of the decision and the environmental impact >> but this is one department that is here so forgive me i said we're dealing with sequa if we have an opportunity to talk about fees or policy let's talk about that. it's interesting if there had been more of a public process but i want to talk about the fee.

but one $.6 million is projected to be recovered in this proposed 18 month pilot program. i want to know if all shuttle partitioned will be subject to a fee this is for google; right? ? no. sure >> it's not just for google any shuttle operator who meets our eligibility requirements that is meeting the puc requirements is providing consultant service, etc. that wishes to use any of the metropolitan zones that would be part of this pilot network will need to apply for a permit and agree to comply with all our permit terms and be

subject to the foe that's intrust shuttles and other shuttles. >> my final question is a sequa question in one of the documents that mta provide it alludes that if sequa is upheld how b will it set a precedent to resolve some of our future problems? >> thank you supervisor cowen. >> that question would really be related to whatever determination the board were to make as to the reasons for upholding the appeal and how the board is directing us to apply the class 6 exemption in the future. so that would be my decision

relative to the board direction. i can't presuppose how the board motive address that issue my you mean the board of supervisors or the mta >> the board of supervisors. >> thank you, ms. want. >> supervisor kim. >> thank you. i guess we've been having an hour and a half questioning for mta i'll continue to ask questions i know you have your presentations yet so long as supervisor cowen as opposed up the program i'm going to see a couple of things. i think the supervisors have asked what they wanted to see it would have restricted the size of the bus a that's one of the things i've heard over and over

again and how the buses are on narrow streets i honestly didn't understand what this looks like until i went to noah valley one day i saw this goifk double decker bus trying to turn a tight corner on 24th i was stunned those buses are able to transverse our streets. the politely could have begun further you could have prohibited any stops where there are bus lanes this is what come out of the budget analyst report. i think there's a lot of things that could have begun on beyond what's brought before us and love us are unhappy i knowre