of our city's and department's goals to implement that parking. if these changes are approved, we are committed to moving forward as quickly as possible, as well as to implementing the metered parking to support the businesses. so what i have here just on the side panel here is a cross section that was included in the flier that we gave out and discussed with the corridor businesses and residents. the actual change -- there's really no change to this diagram, but i will say that with these changes, we are able to not only tweak the parking to accommodate our emergency first responders, but also we've been able to tweak this design slightly to just make it a better design overall, so there's actually better physical protection for the bike way. there's some smaller changes that can make this more accessible for folks that need

to get to and from the passenger load zone. so each of the three block faces has this configuration with very generous load zone, 8 foot wide. it accommodates all types of vehicles, multiple vehicles. i'll flip over this flier just to show the proximity of the metered parking to the market street corridor, so you can see that -- and those are the red with the metered spots proposed. the yellow lines with the corridors that are affected by the bike way, and we are also having to relocate a blue zone that was part of our previous proposal, but again, locating it directly adjacent to the institution that it serves. so with that, i will keep my remarks brief and available for any questions. >> thank you very much. directors, do i have any comments for mr. hill docto

doctors -- hildredge? >> -- this project was approved on may 2nd, as you know, including protected bike lanes, a landscaped median, and pedestrian safety islands. these two blocks from octavia to the duboce parkway are not

only on the high injury network, they also provide a route to the popular bike route known as the wiggle. this will calm traffic and address the issue of double parking in the bike lanes, a problem that we hear about time and again from our members. the project has seen an outpouring of support from the community with over 300 letters of support collects, as well as many people sharing their experiences of biking on the road. while the delay and drawn out process to reach this point has been frustrating, we believe this is a critical design for the street and for vision zero. i urge the mta board to approve these curb changes today for a protected bike lane on upper

market street. thank you for your time. >> thank you. next speaker, please. mr. wen here? >> my name's matt brezina. i live a block and a half of upper market. my two children, my wife and sister-in-law. my mother's 62, learning to bike. she just moved into our house as well, and my father who moved in gets around in a wheelchair. upper market is a dangerous sphere through our neighborhood. i support these changes for lower upper market, and i will be back here, advocating again for protected bike lanes the rest of the way on upper market. if i can just use the overhead. i'm also the organizer of the people protected bike lane. in early december, we had between 70 and 100 members of

our community who biked this route, standing on the line, defending the safety of cyclists on this very dangerous road. these changes are going to make this stretch safer, but for the rest of upper market all the way to castro, what i encourage the department to do as a temporary measure is to change the speed limit to 20 miles an hour on that street. it is unsafe -- that bike lane is unsafe for any users. we are forced by double parking into the road. cars travel on that road at 35 miles an hour. we shouldn't encourage people to ride on it until you change the speed limit to 20 miles an hour or until you make it parking protected. thank you. >> thank you for your work. next speaker, please. >> jessica jenkins. >> hi. my name is jessica jenkins. i bike home with my kid every day on market street.

it's a vital bike route connector filled with people of all ages and ability, but it also has frequently speeding traffic, people dangerously veering into the bike lane to stay and unload, or just veering into the biking lane, even without checking even though there's 20 bicyclists going by on every light cycle. thanks to upper market, ding ding, please move out of the bike lane is one of my three-year-old's catch phrases. i was so happy when protected bike lanes seemed imminent last july, and then, they failed to materialize. i saw how really great biking structure can be implemented when 17th street was implemented, and irreleva realk

you for that, and i encourage and implore you to do the same with upper market. >> thank you very much, miss jenkins. thank you ne. next, speaker, please. >> my name is ewan, and i want to give my support to the upper market protected bike lanes. as a bicycle rider, i feel safe and comfortable when i am separated from vehicle traffic on upper market street because i can ride faster, and i don't have to deal with the heavy traffic all the time. however when i'm not protected on upper market, it can be extremely scary and dangerous. i'm afraid of being hit by doors or cars, and i feel bad for slowing down the vehicle traffic sometimes. as a driver, i also feel safe driving when i don't need to

interact with people who are biking. however without separation it is really dangerous, especially when i need to change lanes or make turns. i have to look around very often, being worried about hitting someone or blocking the traffic. at peak hours or at night or when it rains, this becomes the most challenging part of my day. therefore, if we want to make it safe for all the people driving and biking, building protected bike lanes is the best option. i believe that many people share the same experience as i do. in fact, there are thousands of people biking and driving every day on upper market, and they all want to have a safe and pleasant commute, so please do it. please build a protected bike lane on upper market for all those people. thank you. >> thank you. next speaker, please. >> david philhouse, and philip

marconi. >> as opposed to the bike coalition or possibly others, i received no outreach, no briefing on the changes to this project, and the revised scope. i did speak at this board in december, and asked for an update. i was the person who filed the ceqa appeal with the board of supervisors, and i received a commitment from mta staff at that time that there would be more work on this project and i would be consulted. that did not happen. i'm very sorry about that. i want not able to pull down the staff report and attachments on this, so i don't know what the net parking loss is with these changes. i think i heard the staff person just say there would be some extension of the residential parking permit area here. i don't see that on a through

f, so maybe that's not part of this approval, but it's in a subsequent approval, i thought i heard in the december meeting, and i think i saw it in the minutes, that this item was going to come back to this board in february . we're in january , so somehow, that moved up. and finally, i can't tell if these changes to project design and scope are within the scope of the prior ceqa exemption or not. i don't want to prolong this process anymore. i don't want to litigate this matter. i did want to be consulted and as opposed to the next item, where i did appreciate staff on this item, you know, and their other items where staff has reached out to me, on this one, they did not. again, in terms of relationships, we should try to avoid that. i'm around. people know how to find me. i just wanted to know what the changes were to this project, and i don't know right now, and

i wish i did so i could comment more intelligently on this item. >> thank you. next speaker, please. >> michael hillhoni. >> i'm a little confused because i thought this was about taking away parking in that area. i thought a separate bike line had been approved. >> you are -- skbl well, then why are you letting all of these speakers in, and no one's interjecting. >> i've got an e-mail from reiskin because i had e-mailed aaron peskin who wants to split the muni up. this is another issue. you guys have a lot on your plate, and i appreciate theest are, but this is going to impact -- i live on hermann street, right in the middle of this. you've got 12 spaces in front of the lgbt gone, 12 in front of the laundromat, eight

motorcycle spaces, and eight in front ofities tops. when you take away all of this, obviously, it's a harmonic zone. i have a small business. i utilize my van. a lot of times, i have to park it on market street when they're street sweeping. all i've heard today is this anticar sentiment. i appreciate this, but if you allow 45,000 uber vehicles that these milennials are using now, you've not solved the problem. i didn't hear anybody talk about taking more buses. a lot of -- even with the teacher issue, there are other issues. i was like -- i'm sort of confused. those people are complaining about, you know, having parking, but with permits. we're talking about losing parking, and this could be a precedent for the future because they're going to want to go all the way to castro. i'm for the separated lanes.

there's room for parking. you can have the parking, you can have loading, and you can have the separated bike lane. consider that, please. >> thank you. do i have anymore public commenters on this item in if so, please standup. no? seeing none, public comment is closed. directors, questions, comments? yes. >> so one question i have there's noticeably no input from the fire department. does this mean we're all squared away with the fire department? >> mr. monday ttoya? >> yes. we did work with the fire department for a number of months, and as recently as december, we were hitting with the chief herself, looking at the inches and feet of what this would mean for fire department operations, and we got there. >> let me just say thank you, because when we put this in place, the group of us here, me

personally put ourselves on the line with the fire department to address that. you're not here boasting about that, but i'll say thank you. we take the fire department's concerns very seriously, and they obviously know you worked with them, and i hope you know that we wanted that, and so i'm glad that that worked out, and i'm confirming that. >> thank you. director allen? >> yes. i ju -- director ramos? >> yes. i got access to my smart phone, and could see the attachments. the question i had for staff, and this might be something that might be a little lit more also direct to th

less direct to this project, but might still apply, in some intersections where we have bike lanes, i notice they paint lanes just we would a crosswalk, and it's my understanding that was not happening. is that true or not, and what was the rationale in either way. >> we do it sparg sparingly we want it to be highlighted. we try to reserve it for really high impact locations. intersections -- other intersections of market street are complicated because of their length, because of the multiple streets intersecting,

and in our opinion, it hasn't necessarily been the right tlin thing, but it's something there's been no industry standard on, but we kind of have to iterrate. >> i think that it -- from my perspective, it feels like the way other cities are doing it simply because it is an effective practice to prevent people from turning into front of bicyclists in whatever capacity they might see a pedestrians or crosswalk that's clear but not looking for bicyclists. if you're thinking about applying this where possible and in every intersection, i don't know why we would need to be conservative, because it's -- i would imagine that the impact is -- it might just be more philosophical. i support this idea, but i'm glad you guys are thinking about it for other locations.

i don't think that it's only effective because it's only narrowly used, but i hope we would consider it in the future on other projects. thank you. >> thank you ramos. any other comments? yes, director rubke? >> i'm just wondering, is that coming back to us in the near future, and what does this look like as far as timeline, and then, i have a second thing, but if that could be answered first. >> we've had multiple phases for the project. this bike way, if approved with these changes would move forward quickly. we have other -- most of the elements from that package that was approved in may is still in the detailed design phase, and so there's ongoing work with that. and then, we do have a couple other ideas that have been in the hopper all along around some additional circulation changes, mostly for the

corridor to the west from duboce to castro, some turn restrictions, some new turns that would be protected. those have been included environmentally, but still want to do some additional outreach before those come back to before this board. so we have an open house that's tentatively scheduled for next month to discuss those potential changes, have some input on those landscaping projects, and then we're hoping there'll be some comment on the bike way if we're able to implement it before that open house. >> thank you so much for meeting with the accessiblity community for these changes. i encourage you to continue to meet with those folks and that community. i know you appreciate the special concerns there with folks needing access to the curbs and crossing in the bike way, so thank you very much for that. >> thank you. >> thank you, director rubke. any other comments? then, mr. hilldredge, i'll

just thank you very much for that. this'll be a great safety stretch. we appreciate very much, and again, to the fire department as well, and to your staff for working with the fire department, mr. montoya. do i have a motion to approve? >> yes. >> second? >> yes. >> all approved? all opposed? >> item 13, bicycle parking modification associated with the turk street projects, and again, i won't read all the specifications as noted in your agenda. >> thank you, miss boomer. >> goveod afternoon, directors. my name is adrian land. brief personal note, project turk street is really why i got

into transportation planning. i always look forward to fielding -- getting philosophical feedback from the board. it's really a privilege to be working with this community to help make their homes safer and to add more mobility options. i've prepared a slide today. okay. so a bit of background. turk street is a very vibrant street in the tenderloin. you see all types of folks there, from seniors, parent with children, shoppers, tourists. it has a wide range of venues density. it has older historic buildings to new buildings.

turk is also home to a number of service providers like the salvation army and the senior center. it is completely teeming with frisk li san francisco life and energy. it has significant vehicle traffic, starting with two lanes at market, going up to three at leavenworth and back down to two at gauff. the 7x, noriega to sunset. turk has a lot of pedestrians including folks who use the sidewalk as public space, and for a street that has no bicycle facilities, you see bicycli bicyclists all the time. turk is busy with loading. there's lots of delivery

trucks, and you see a lot of double parking in its current condition. so really to just start at the beginning, why turk street? the project came out of several initiatives. first, it's a high energy corridor on the high energy network. you may remember it is -- that's the 13% of streets that are the setting of 75% of our traffic injuries, severe and fatal injuries. turk is also part of the mta bicycle strategy. once this project is approved, it'll be the first westbound bike lane in the tender lane, and with a 2016 directive from our mayor ed lee. digging deeper into the inclusion analysis, this is where the project began when we

looked for potential solution does. we found 174 collisions in a five year period. 67% of them involved pedestrians or bicyclists. that's a pretty high number. so with those effects, we also wanted to address speed as a leading factor generally to the severity of injuries. so the solutions we started to look at on the street really wanted to address making it a consistent and predictable kind of street and also create better adviciblity and separation between vehicles and other modes. along with this analysis, we also took the time to reach out to the community on turk street with the help of district 6, supervisor kim, we worked closely with tenant organizing groups like the ccso collaborative collective, along with low housing providers like

tmdc. walk san francisco, the advocacy group -- walksf helped the project by organizing a walk-through, including ccdc and the tenderloin ymca as well as the cray center. this all helped to collect a vast amount of on-the-street knowledge on turk street. the project felt like we received a big boost of insider understanding from insiders and other people who were generous in sharing their experiences with us. improvements to our hard infrastructure like streets only following improvements in the softer infrastructure. i hope the relationships we've built in this project are already helping other efforts like eddy and taylor streets. moving onto other design

details -- you have a a vision in front of you. this is kind of the existing block. we have either three lanes of travel or two wide lanes in some early blocks, accompanied with the overhead trolley system, the overhead contact system for the trolley buses in the right lane. this is to point out that we had a multitude of design considerations when we started reaching for the highest achievable net for safety. separation, we decided to try for a protected bike way. we implemented the golden gate before this, and i think the community was ready for something more robust, given that golden gate was simply a buffer bike lane. at the same time, we

collaborated closely with the fire department. director rubke said something about not boasting about our collaboration. we went out to the street two or three times with the fire department as well as supervisor kim, and we really tried to nail down kind of what their specific needs were related to both their clear operational needs as well as their positioning away from the overhead contact wires. and for loading on the street, we needed something that could still be used for quick commercial and passenger loading. so to look at the final design, you can see the road diagram here, you can see we've removed and narrowed the travel lanes. we've got a protected bike way on the left side of the street, with posted similar to market street, and we've also provided the clear width and space away from the contact system that the emergency vehicles needed

and finally we established a wide buffer system that will be assigned for no parking any time where vehicles can still actively load. to provide you with more detail about this protected buffer zone, it will have no inner posts between the bike lane and the buffer, but active loading is allowed. through the process, we heard more and more support for this idea from the community, the fire department, and the police department, and we spoke with our own enforcement division to talk about exactly what type of facility would make the most sense from their perspective. the final product gives the unique neighborhood of the tender lane exactly what it needs. >> thank you. colleagues, any questions or comments? >> just to understand the design, where does it start and where does it end, let's say working east to west?

>> the protected bike lane will start from market street and end at polk street. >> okay. and you're removing one lane of traffic -- how many blocks is that? that's about -- >> it's about six blocks. >> and one lane of traffic for six blocks? >> that's the tricky thing. the current existing condition is two lanes from market to leavenworth. then it goes to three lanes from leavenworth to polk, and then, it -- polk has some kind of forced left or right turn lanes at that point. the eleven worth to polk will be reduced to two lanes, and then, the width from market to leavenworth will be narrowed, so it'll be a consistent narrower two lanes throughout. >> and are there future plans for expanding this with respect to turk street or otherwise or is this a discreet project that's sort of looking at just this protected lane? >> i think that's a good

question. at this point, it's just this project. while working on this, i did have dreams of turk street that took protected bicycle -- you know, a protected bike lane all the way out to the ocean. turk does narrow at -- after goff, so it's a different condition. >> and it's also, if i'm thinking of it correctly, it's also a one way street with fell and oak, but we're not affecting that part of it. okay. that's very helpful clarification. thank you. >> thank you. any other questions? i will just say that turk street is also for cyclists, it's the low point of the hill, so if you're going all the way up to fillmore, divisadero, turk street's a nice way to go because it's less hilly. all right.

i'd bike i'd like to go ahead and move to public comment. >> carol stall, charles defarge, and matt brizina. >> good afternoon. my name is kevin stall. i'm a pedestrian safety organizer with the sfo collaborative. i'm also a quarter captain with the tenderloin safety passage, and as a quarter captain with safe passage, in the afternoon when we have our groups of kids leaving tenderloin elementary school to their various after school programs, it becomes very difficult to across all these big groups of kids along turk street because some -- a lot of the traffic when they're making the turn onto turk street, they go pretty fast, and it is very difficult to try and across large groups of kids. usually, our largest group is about 30 kids, and some intersections, we don't get

that much time. like, maybe seven seconds to try and across 30 kids. it is very hard to -- not only that, but it also puts our lives in danger trying to make sure that the kids' lives are not in danger from traffic. as an advocate for vision zero, i highly support this project for bicyclists to be protected while bicycling down turk street to maybe connect to the north-south corridor of polk street, as well as residents of the neighborhood. as well as safe passage, we also assist seniors and elderly people in our neighborhood, so this will help all the residents who are in -- not just children but seniors, disabled, and families, as well, and low income residents, so this will help everybody in this neighborhood feel safer,

and i am definitely supporting this project, and i hope you all support it, as well. thank you. >> thank you, nice to see you again, and thank you so much for all the work your organization is doing in the tender lane. >> charles defarge, matt brezina, jennifer jenkins. >> my name is charles. i'm very, very happy to be here today supporting the proposed protected bicycle lane from turk, on turk from market to polk on behalf of our 10,000 members, many of whom were here at the beginning of the meeting. not so much now. i see some stragg 4red rs. turk street is one of strisk's most dangerous street, one of our 13% of streets where 75% of all fatal or serious injury

collisions occur. we need change for turk street. the project proposed today is a big step in the right direction towards making turk street safer for all people walking and biking. reducing the number of lanes from three to two, and the creation of a protected bike lanes are steps in the right direction. getting this project to where it is today has been no easy feat. a collaboration with our community partners and the sfmta has been essential. these plans for turk are a new design for protected bike lanes conform to standards set out by emergency responders, and is the case with any new design and enos forcement, education will be the key to the success of this bike project, so we look forward to continuing to work with sfmta on this.

we'll look forward to construction and the celebration of the safety project as the first of many more like it. >> thank you. next speaker, please. >> matt briz i9d nina, yee wen >> i'm feeling really good about this project. i am so thrilled to see these streets transformed from roads that prioritize the fast movement of as many vehicles as possible and instead service the people that live on the street. this is this community's living room, and i want to think about the community we're going to have in the future. you're going to have kids

meeting in the park, but where can they go? to jefferson square park. this bike lane is going to allow them to get there safely, they're going to be able to travel there to play baseball safely. when i was ten, that i as what i loved to do, and i appreciate these types of safety transformations. thank you very much. i support this measure. >> jessica jenkins, yee wen, michael borden -- or border. >> so on may 2nd, last year, i gave public comment pleading for protected bike lanes on turk street, and a few months later, on august 1st, i became one of the injury strategics. i was biking to pick up my kid

from daycare, and i was stopped at leavenworth waiting for the light to change, and i was rear-ended by a neglectful driver. i was battered and bruised. i know this collision would not have happened had i been in a separated bike lane. every day the bike lane is not implemented on turk, the injuries will occur. i'm really pleased to see it being implemented, on the left side or south side of the street, and i'm really glad it was implemented with the fire department to not interfere with municipally wires. >> thank you very much. next speaker, please. >> clerk: yee wen, followed by michael borden, and then james joyce. >> good afternoon, everyone, again. i want to show my support for turk street protected bike

lanes today and here is the reason i want to share with all of you. so if we look at new york city, a city that is comparable to our city, they have built more than 30 miles of protected bike lanes since 2007. in 2014, the city department of transportation released an information report of these protected bike lanes. note after these protected bike lanes were in place, the total pedestrians and cyclist injuries decreased 20%, and the streets that received protected bike lanes have greater increase in retail sales compared to similar streets. therefore, it's because of this benefits cities across the nation are building more protected bike lanes, and as a city that always seeks the best for its citizens, i strongly believe that san francisco should have these protected bike lanes on turk street.

thank you. >> thank you very much, mr. wen. next speaker, please. >> michael borden followed by james joyce and then martin grayweiler. >> good afternoon, directors, and it is michael borden, as in gwyneth. thank you for that. i turn 67 in a couple weeks. i'm retired, but i don't like the definition of that in the dictionary. it says withdrawn. i hope i'm not withdrawn. i bike or walk or take muni about 95% of what i do in the city. i just want to start out with a big thank you. i'm not withdrawn. i volunteer, teach every week at the embarcadero ymca yoga class, and from there, i go to bessie carmichael reading class. i can tell you the new howard bike lanes are amazing. i appreciate that. i also appreciate the support for the go bikes, because i

really don't like locking my bike at 7th and folsom. it might not be there, all the parts, so the go bikes have really helped me there, too. i don't know if you've all been to the courthouse, if you haven't, it's great. now for the ask: turk street. please, i'm just here to tell you what it would mean to me at a personal level. i volunteer -- i've been a client and a volunteer at the corner of polk and -- is it ellis? ellis, since 1985. i want to get there from the embarcadero y. that hill, the only other way i can do it on bike is sutter street, which is lower nob

hill, which is hill, it's really hard to pedal up that without an unprotected bike lane. thank you. >> thank you very much mr. borden. as i've said before, you are a person to emulate for all of us. >> james joyce, is he here? okay. is martgen grayweiler here? mr. pillpeller's here, and then mr. ellis. >> i represent the owner of 351 turk street, which is -- has 600 residents at that location. it's affordable housing. there's 100 children that live there. there are many elderly people

and many disabled people. they were not outreached at all for this project. we definitely support the bike lane. we think it's great. between turk and -- on turk street leavenworth and hyde, it dives in. i think it's absolutely the right thing to do, to provide them with curb street access. we're right next door to that, and the residents have should the same accommodation as curry center. there are kids that will across the bike lane to get to their transit modes. there are recycling trucks that go there daily, uber and lyft. all these paraforms of transportation will have to across the bike lane to access these forms of transportation. really appreciate the time of adrian and charles and meeting out there, and i think we just

have a difference of opinion on whether the bike lane should dive in at the curb or stay outside of the curb at that location. i think the potential conflicts were pedestrians and bikes is going to be worse because of that dive in at that location. so i'd like you to take a look at that for the residents of 351 turk who were not notified and probably are not here to speak their opinion, so thank you very much for your time. >> thank you, mr. graywelier. next speaker, please. >> as opposed to many of my comments where staff i think could do a better job of doing outreach, i want to congratulate adrian who proactively did outreach to me, sent me the materials i needed. nevertheless, i am opposed to this project for two key

reasons. one is the parking removal and the other is the traffic lane removal. there have been a number of other projects around town. staff has projected it's going to do all kinds of things. i've seen the opposite. i've seen congestion continues to increase, the traffic continues to increase. the transit mode split is not improving despite all these efforts, so i'm interested in how that's going to be reported in the next item, on the annual report, so i just cannot support these additional parking removals and lane removals. staff did mention that there's a significant amount of double parking along this corridor, so one of my concerns is with the lane removal, that there will be double parking on the left side, double parking on the right side, and it will be difficult for cars to laesk thelaesk --

weave their way through at all hours of the day and night. if there is more enforcement to come from both mta and the police department, that would be welcome and appropriate, but if not, there will be problems along the project, not fewer. i think it would be good for staff to ask the fire department to put in bringing what their view is of the final proposal and include that in the packet, whether it's supported, proposed with conditions, whatever it is so that we can all see what the fire department's view is and not have that filtered at all. thank you clerk clerg christ. n >> clerk: christian lewis. >> i've been at 351 turk for seven years. i just had some issues with the loading zone and the parking. we've lot 100% parking on the

unit side of the we've lost 100% of parking on hyde. every large lot on turk has been shutdown or is in the process of being shutdown because of development. in the tender lane we don't have the luxury of parking, and it doesn't seem like we are ever if things keep going the way they are. as far as the loading zone, if you look at the plans for turk street between leavenworth and hyde, it's against the curb for 40 feet. so you're going to sacrifice an essential passenger and loading zone for 40 feet of curb space where the rest of the bike lane is outside of the curb. i'm not against bike lanes. you know, i think the city needs them. i'm against them at the expense of the residents whose neighborhood they'll be

traveling through. i don't see as much personally bike traffic in the tenderloin. i'm a cab driver, so i see a lot of bikes commandeering the lanes on post and zutter. i want to make you guys aware of that. 40 feet -- the bike lane's going to be against the block for 40 feet, so i don't think it's worth sacrificing the loading zone for 40 feet. >> thank you. >> thank you. i think we have one more member of the public who wishes to speak. >> hi. good afternoon. my name is brian. good afternoon, directors. i'm the community director az central city sfo. we organize the residents of

lesser hotels. we are involved with pedestrians safety spaces and other campaigns in our neighborhood. i am speaking on behalf of residents of tenderloin, and we fully support this project. i am also happy to be here because it was three or four years ago when we first started having this conversation about protected bike lanes at turk street. there is a need to safeguard pedestrians and cyclists along turk street because as all of you may know, all of our streets in tenderloin are included in vision zero high injury network. that's why we're so delighted that we are finally reaching the full extent of this

project. also, i want to thank sfmta adrian lowe for listening to us. i hope you approve this project. thank you. >> thank you. i think that's it for public comment. seeing no more, public comment is closed. directors, do i have anymore questions or discussion or do i have a motion to approve? looks like vice chair heinicke has one more. >> well, i suppose the question is identify what the issue is at 351 and find out how the staff has addressed that or how the staff plans to address that. >> we've been in close contact with 351 turk. we recognize that they have concerns about pedestrian-bike conflicts specifically. >> let me just -- i apologize for interrupting. just to understand it, their concern is because the bike lane will be next to the

sidewalk, if their folks want to board a taxi or -- they're going to have to across the bike lane. >> precisely. >> but they say a nearby address does not have that issue? >> right. curry senior center is their neighbor at the corner of leavenworth and turk. curry senior center is a different type of land use. it's specifically -- and toby was here actually from their group. curry senior center provides services specifically for the senior community, so they have a lot of paratransit and seniors coming to their -- the building. and additionally, they have a medical services vehicles which park at the curb to provide mammogram and optometry services several times a month. similar to 7th and 8th street, where we identified places that had very specific types of

loading needs, mostly very different from the residential, you know, standard residential use, we've provided curry senior center with a design modification so that they could continue using the curb for their very specific needs. >> okay. and i think -- i would imagine that the representative from 351 who gave his case very well would say he has a unique need because there's 100 children there, so this isn't your average hotel or something like that. this is a high-occupancy residents with some vulnerable folks at the other end of the age spectrum. >> to extend that point, the tenderloin, i think it's something on record as the density location in the city with families. so it's not just 351 turk that has families, it's also 201 turk that has ccdc development

and it's a number of buildings along the corridor that have lots of children and families, and different people crossing the bike lane. i think as we roll out these curb side bike lanes, the mta is conscious that we need to be very careful and watchful of how the pedestrian bike conflicts are managed, and we are in the middle of doing these evaluations for these projects, and we are committed with 351 turk street to go out there and observe the project after its implementation and address the design with further modifications if necessary. and we've shared that with 351 turk street. the tradeoff in this situation is we would move the bike lane back to away from the curb and invite traffic to be crossing the bike lane for the entire block between leavenworth and hyde, which would effectively remove one block from the project from protected bike

lane. that is -- the -- the option that we've chosen at current is to continue with the bike lane against the curb. i personally think that bicyclists tend to be a little more aware of their environment when they ride, as compared to driver's. >> that's not my concern. as a parent of three, children crossing the street is my concern. and any time you introduce a new element, they're going to see a lane there that doesn't have traffic. they're trained to be afraid of cars. i hear the point this is not really on par with the senior center, and that's a different situation, but i will tell you, this one gets back to our earlier conversation about, you know, designing with children and families in mind. this one gives me pause, and i think the -- at the very least, i would want, you know, continued work with that building to make sure that

there is proper signage, maybe additional barriers, whatever -- these are not sophisticated city goers who are not going to get it the first time. those children are going to need a little bit of education and guidance that a bike lane is just as dangerous -- or not just as dangerous, but dangerous. >> exactly. as a parent myself, and echoing the words of jessica, i do ride with my children, and i ride with my child on my bike, and a protected bike lane will keep us safer. but he's two, and i have to yell at him to stop trying to cross the street. >> that will never stop. especially on the little league

field. he and i were coaching against each other this weekend. >> i think these are real concerns, and we are in no way saying 351 turk, hey, too bad. we are committed to working with them closely and through observation. i know marty actually talked about -- mr. grayweiler had a different opinion, and we've talked about them in the project, saying hey, let's meet on the street together so we are on the same page together between heads and conflicted. >> okay. so i guess what i will say is as we go forward, i will say to the folks from 351, at least at one board member, as this project rolls out, i would aure you to ask staff for whatever design you can do to make it safer for the residents, and at the end of the day, if you think this project is not safe and if it's particularly

endangering the is 00 or so children that lives there, let us know, because i personally want to know about that. >> thank you, mr. heinicke. i appreciate that. i think this gives us the opportunity to test out some somewhat unique improvements, because this will be our first bike lane going through such a dense neighborhood. so just as we have signs warning car drivers of the presence of children, maybe it's time to warn bicyclists, maybe some speed bumps where the children are crossing. i think overall, we are going to make this stretch of road in the neighborhood so much safer but reducing the speed of cars in the neighborhood. >> i guess i what would say in addition to whatever measures we can take with the psych theist

cyclists, if we can help them to notify the parents as to how to explain this new developments to the parents so they can pass it onto the children, that would be great. >> maybe some education, free helmets for the kids. okay. i hear no more questions, do i have a motion to approve? >> motion. >> second? >> second. >> okay. all approved? all opposed? thank you. i am actually going to rejiger 14 and 15. we are going to do 15 first. i want to take a short break before that, >> we're going to get through our last two agenda items. >> clerk: item 15 presentation

regarding 15-16 transportation he mission quality review results. >> okay. great. >> good afternoon. my name is tim quayle with smt performance, and i'm here to prept to y present to you the results of the he mission analysis. it provides an analysis of how we're doing to achieving the service standards set forth in the city charter. and second, it's to provide an independent verification of the actual numbers that we're reporting to the public. and i want to remind you that this review covers the reporting period of fiscal years 2015 and 2016. so in other words, what -- july

2014 through june 2016. the publication of this audit comes a little bit later than typical review cycles in the past. i will say that the timing of this audit has aligned quite nicely with the development of our new performance metrics that will come to you with the forth coming agency's next strategic plan that will be brought to you for consideration in the coming months. so to present the findings, we have sam eric son, the senior association at nelson nigard, who led the team in performing the audit. following sam's presentation, i'll come up and give a very brief staff response, and then we'll hear from john haley to provide an update on more recent performance improvements in transit.

>> thanks, similtim. i'm sam ericson from nelson nigard. all right. let's see if i can work this mouse. oh, it makes noises. let's see...do i need to hit this button? >> i'm not sure. there, you got it. >> all right. all right all right. been through that. so what is a quality review? so it has three pieces. and the first piece is that it's an analysis of the transit performance, which is things like reliability and safety. and then, we look at output from the tools that muni uses to collect the data to make sure it's telling us what we think it's telling us, and

then, the third thing is we confirm that the data is reported to the public in a way that's easy for everyone to understand. we make recommendations on those things. since the last audit, the sfmta has improved the way it communicates with the public. for example, it has rebranded what used to be known as the limited buses to the rapid, which is a little bit more intuitive and user friendly actually what the service is. and it has also increased the ability for people to play around with the data on-line for key performance month tricks or indicators. and transtat allows the user to view the data set which allows for more accurate analysis. so these next couple slides are going to look at the performance trends that we've seen in these metrics, and they are sorted for the