biking as primary modes, not to mention how sites relate and connect to their surrounding neighborhoods. second is robust transportation demand management programs focused on meeting targets to support future site users in getting to where they need to go. the third is something we expect from every project, which is to mitigate the impact on the transportation system, and the fourth is investment of transportation fees to support the surrounding -- that growth and the surrounding neighborhoods that already exist, so now i'm going to invite fran weld from the giants to give you an overview of the project. thanks, fran. >> chairman brinkman: thank you. miss weld. >> thank you, carly.

we've been working with the port community leaders and many different city agencies for close to ten years on envisioning what the future of this part of the central waterfront will be. as you know, it's a surface parking lot today, located in an area of the city which carly well described as being an investment in area transportation planning. we hope to built on that investment and create a really robust transit oriented development with a wide mix of uses along this part of the waterfront. we have 28 acres total so i'll

talk you a little bit of what the different uses of that are. eight acres are parks and open space. that's a very important component to the port and our neighborhood, which has some of the lowest percapita ratio of parks to the city, so we're contributing to our neighborhoods, park needs, in addition to the entire southern bay front's park needs by actually over delivering with those eight acres of open space. the scale of the project has been broken-down substantially from what you see in the mission bay neighborhood, so our blocks are much smaller. about a third to half the size of a typical mission bay block, which creates a much more welcoming pedestrians environment with narrower streets, wider sidewalks, and a more vibrant street scene than you see in mission bay overall. the mix of uses of residential, office, and retail on the ground floor of all of the components -- of all of the

buildings will again contribute to that vibrant neighborhood feel. 40% of the housing will not affordable to families from a low income range of 45% of area median income, all the way up to 150% of area median income. i think we want to acknowledge that transportation has a lot to do with affordablity, as well, and so by delivering affordable units in this very well connected part of our region, we are actually collectively looking atloer coatloer -- at lower cost of living for those components, and that's an important part of affordablity in mission rock. the retail that we are delivering and envisiontion as a vibrant community serving retail will also impact the transportation story, too. we'll have markets on-site, child care on-site, services that the mission bay

neighborhood currently lacks, which are creating many more trips throughout the city than what you have in a mixed use environment and neighborhoods where you can walk to a lot of different services, so we see that the transportation and the land use mix as being very complimentary overall and having housing, parks and recreation goes to the overall goal of reducing [ inaudible ] throughout the city. i think we've been proud to sort of pave the way of establishing sort of some of the most robust commitments on a number of these community benefits level. i touched on the affordable housing at 40%, the transportation fees, we are paying into that pot at a higher rate, and we've taken this holistic approach for a

number of the different community benefits on-site. we are pushing at mission rock to reduce our trips and have committed to a reduction of 20% overall. that leads into very robust sustainablity goals as well, both with water sharing between residential and office buildings, energy, loads, we're sharing between daytime uses with office buildings and nighttime with residential, so looking at the project and the district scale, we're able to achieve much higher goals than if you try and solve everything just on a building by building basis. in terms of sea level rise

being on the waterfront, we are taking quite a conserveative estimate with a sea level rise. even in a storm surge, the finished floors will be above that level. carly mentioned the interagency design team that we've had over the years, and i thought before i turn it back over to her, i would just mention something that was really a guiding philosophy or principle with the years that we spent with the neighborhood, with the port, mta, dpw, puc on establishing the design, the streets, the scale, and that was really creating this hierarchy of pedestrian and

human centered design, so pedestrians and bicycles and the walkablity of the site came before automobile sorts of priorities. we were able to use that philosophy to guide us towards making a decision which we believe has had really wonderful out come on the site plan itself and what we think the design of what this wonderful neighborhood will be. >> okay. so going back to the southern bay front framework for the negotiated components for transportation, as fran describ described, the site design really is focused on a modal hierarchy where it's creating a

segment of the bay trail that doesn't exist right now as well as biking and walking connections to strernl parts of the neighborhood. i'll note that the curbs are all designated for loading. there's no on street parking so it's really responding to sort of the very new trends that we're seeing in demands for the curb that we talk about all the time. so two things, one, the site design and the kind of approach that fran described is really documented in the transportation plan, which is one of the documents that's attached to the transportation exhibit of the disposition and development agreement which is before you. and also, it's part of an infrastructure plan which the interagency collaboration agreement really identifies as the -- what shall be built and mta has a role in continuing to review and provide input as designs get more refined and so

that's another of the documents before you, so i just wanted to tie those two documents to some of the actions ahead of you. the project also has robust reporting and compliance requirements and there's details of what happens if you're not achieving it, and to go back to the city to adjust the measures. so this slide just really gives an overview of the various measures and strategies that

the project tends to implement, and you'll see that there are amenities targeting various populations, residents, visitors, employees of the site and that the measures address all of the different types of trip types that people might make to incentivize transit or biking. there's communications measures and as fran mentioned also land use components to help internalize some of the trips that otherwise might be needed to be made externally and by car. the environmental review process identified some transportation related impacts associated with the project and one of your other actions today is to approve the transportation related ceqa findings, so these are them, as well as to approve the mitigations related to those, and so the mitigation, monitoring and reporting plan identifies how those impacts will be mitigated, what the

implementation is reporting requirements are, and that also is before you today. sfmta will be playing a monitoring role for all of those transportation related measures. we also have an implementation role for the capital measures that are funded by the project. through the negotiated terms of the project, they will be paying the full equivalent of the transportation sustainablity fee. this means about $40 million in transportation fees over the build out of the project. so we've approached the use of the fee revenue using the

southern bay front framework, which is really to identify opportunities to leverage these funds with other development fees and sfmta resources to really invest in a way that's meaningful, and so you may recall that when i brought pier 70 before you, we had come up with an approach where because of the geographic proximity and the overlap in build out timeline, it really makes sense to look at the pot of fees between these two projects together and so we've identified a list of projects that the transportation fees from these two projects would invest in, and they focus on projects that expand reliablity and capacity and maintenance on area bus and rail lines, that close gaps in that active transportation networks, and that contribute to the expansion of the water transit network, and all of that is outlined in the transportation exhibit to the disposition and

development agreement before you. i want to note that the fees will be coming to the city over the course of the many years of build out because they come when building permits are drawn. so mta has committed to the extent possible we will be seeking other funding sources to advance these projects so that we can really deliver transportation benefits to the neighborhood before the projects are fully built out. and the project includes a parking garage that's for site users as well as for patrons of at&t ballpark. given the high cost of parking

the robust tdm program at this site, and the robust tdm that will be released at the ballpark, all parties agreed that it made sense to really look at what the needs are for parking and what the appropriate operational approach is. there is a commitment not only to invest management for the final build out of the project but as phases proceed so there will be event management plans submitted to the city and sfmta

will be key contributor and reviewer of those plans with the giant development team to make sure that the area still works and is still safe, both during construction and at the end of each of those phases. the project will also be reem fursing us at mta for any new management costs associated with the project. we have a storage space on lot a rielth now where our parking kroel officers store project management equipment. the project is recreating that for the meat in the build out of the site. and then finally, i just want to mention that mta for all large development projects, our work does not stop when the project is entitled, and we have a team that follows a -- each of those projects to make sure that mta is still engaged in the design and engineering review, that we are following through with our commitments,

and also monitoring to make sure the project is following through with their transportation commitments, and so that will be in place for this project, as well. and so with that, i'll just remind you of the various actions before you. so to consent to the development agreement, to approve the transportation exhibit to the disposition and development agreement which includes the transportation plan and the tdm plan, to approve the transportation related ceqa findings and the transportation related mitigation measures and the transportation and monitoring reporting plan and to consent to the interagency cooperation agreement. so i'm available for questions, fran, adam and phil from oewd and the port. >> chairman brinkman: thank you. do we have public comment on this? >> yes. >> chairman brinkman: why don't we go to public comment and then we'll have questions.

thank you. >> charles debarge. >> chairman brinkman: yes. mr. debarge. >> thank you, chair brinkman. i'm a community organizer on staff at the san francisco bicycle coalition. i'm here to speak in support of the bicycle project on behalf of our 10,000 members. [ inaudible ] when it comes to bicycle network which will be developed as a part of this project, this means protected, class four directions from left street bridge to fourth street. this when paired with class 2 connectors will be a really meaningful addition to our bicycle network. the mission rock open space network will also serve as the starting point for the blue greenway, our city's network of 13 miles of parks, open trails along the southern waterfront. this is an incredibly important resource for parks and recreation and needs to be

accessible for people riding bikes. i do want to also recognize and thank the giants for their hard work thus far in creating a great public planning process for this project. over the years, their outreach continues to be robust and extensive, and their staff continues to make themselves available to myself and higher ups. thank you. >> chairman brinkman: thank you, mr. debarge. any other comments? yes, mr. dilberti. >> what are we expecting in the -- i believe there's 1600

apartments, but there's development for 11,000 jobs in the towers. so what are we expecting -- we're hoping for 20% car rux reduction, but what is the total of cars that we're expecting in the area? and back to the sidewalks and retail. outdoor cafes, tables and chairs, i hope that becomes amenable, and the sidewalks are wide enough for that. and i'm not sure, are we providing sidewalk -- on the street parking or is that not -- we're not playing that one? and i would prefer n non on-street parking to make it a better neighborhood. thank you. >> chairman brinkman: thank you, mr. dilberti. do i have any other public comment? seeing none, we'll go ahead and close public comment. miss payne, my understanding

was there would be no on street parking, that all curbs would be managed to address loading only. >> correct. >> chairman brinkman: that's good. excellent. the 20% reduction in driving trip through transportation demand management, to mr. dilberti's point, that is the 20% reduction in what an average san franciscan drive shed or neighborhood would look like -- or is it calculated differently? >> so it's not just average in san francisco. the way that our environmental analysis is done is that based on particular land uses and particular geographies, there are what's called trip generation rates, and so that trip generation rate is applied to that land use, so the mission rock project with its mix of land uses and the total square footage for each was

calculated and it came up with a certain number of total trips, and this comes from the planning department's methodologies. there's also a methodology for attributing those trips to particular modes, and to the 20% reduction in auto trips says let's do that exercise. the total number of trips for this site and what number of those would go to autos in a san francisco mission rock area location, and then, let's takeoff 20% of those and achieve that through transportation and demand management. so it is an exercise in modelling and assumptions, but all of those assumptions are based on our best knowledge of how people actually travel and what land uses actually generate in terms of trips. >> chairman brinkman: thank you. vice chair heinicke, did you have any comments or questions?

>> vice chairman heinicke: well, i find this project exciting on many levels, and my thanksz to everybody involved in the presentations and all the hard work. keeping in mind about the limits on our jurisdiction, i'll focus on the transportation part -- thank you, director torres. so very impressive program. i'm definitely swayed by the fact that the giants have been such a wonderful planning partner. compliments to you all there, and i'm just excited to see this come into play at a time when we're going to be enhancing subway there, at a time when we're going to have some more options, hopefully on market street to improve transit as a feeder artery to that subway and others, so i think that's a great project, and i really commend you as an organization for what you've done in organizing transit around the city and around the stadium in particular, and i'm really excited to see this

project roll forward and it has my complete support. director heinicke said everything i wanted to say. this is a really great board looking project. i think it'll be a role model for the rest of the city. it's the right kind of development. that area is getting exciting, how it is becoming a pedestrians destination, so you guys have really thought that out. i understand as well that you're also paying the fee at the higher level, which is really nice. i'm great that i agreed to do that, and of course, he agreed to rebuild the stadium there on the lot there. we all appreciate it coming to fruition. >> chairman brinkman: director torres, any comments? >> yes. i'm a total giants friend. all my friends and relatives in los angeles hate me now, but i

think this is an incredible project, but i wish you all well as you provide input to the stakeholders and just give us a world series. >> director rubke? >> i just have two quick questions. one is not specifically to this project, but kind of thinking about the series of projects along that area? and i brought this up when i talked about pier 70. we talked a lot in these plans about the forward thinking caltrain station, but i'm wondering if there's any plans about making the caltrain station at 22nd street more accessible in general, because i remember we did receive public comment about lack of loading zones, not particularly a very friendly place, and it seems like that would be a worthwhile place to explore opportunities for improvement. and then my other kind of super quick question, i know that part of the plan is to turn the

ten townsend down towards that neighborhood as one of the mitigation efforts, and i'm just wondering -- the ten townsend goes downtown send street, so i'm just wondering where -- if we have plans to do any sort of replacement bus service after we make that turn. like, if there's going to be a bus serving the rest of townsend street. so these are my two questions. i'm really impressed with the plan in general, though. >> miss payne, is that something you want to answer or do i need to call someone else? >> i'm going to call a lifeline. i think sarah jones wanted to answer the first one, and you know the second one, too? all right. she's on both of them. >> chairman brinkman: all right. for the lifeline, miss jones. >> yes. so the first question related to the 22nd street caltrain

station, there is access from there to the rest of the city, which is something we're exploring in a lot of different ways in terms of the loading issues there, in terms of bicycle parking there, so you know, until and unless that station has major overall and change a number of our planning effort are looking into that issue. it has become a very popular station over the last ten years or so. certainly, the access to ta caltrain in that vicinity is something that we are working around, engaging in really looking at how caltrain is entering the city and making the most of that really important regional connection. so yes, the short answer is

yes, there's attention to be being paid in a variety of ways. as far as the ten townsend, we're also initiating some transit service planning around making sure that we have good transit links in these really fast growing parts of the city dogpatch, mission bay, rincon. i think that the giants can speak specifically to how this project is supporting the ten and other parallel lines. >> just for confirmation or clarification, changing the route of the ten townsend is not part of this project. i think i misunderstood what you said -- okay. i just wanted to clarify for the record that this project doesn't change the ten townsend. >> thank you. >> chairman brinkman: thank you.

director -- >> i, too, am a giants fan, and i'm proud to endorse this project. i'm also a transit rider, and i've had the rough experience of trying to take the ten after a game, and it's a -- n after a game, and i think what happens is the n gets backed up with the traffic and parking around the ballpark, and it really causes delays on the other side of the city. and it does rnt help when therewhen -- doesn't help when there's a lot of switchbacks on down the line. i'm excited about this tdm

program. it shows a lot of creativity to minimize the car traffic impacting transit in the future. the concern that i have, and i hate to rain on the victory parade is the parking lot, the parking structure that's being proposed, and i understand it's being evaluated or it's being under consideration. if i read the plan right, it's up to 3,000 new spaces in this parking structure. am i reading this right? and this is sort of under consideration or can anybody speak to that? >> jack can address that. >> i was hoping i'd get buster

po posey. >> what's envisioned is there'll be about 2,000 spaces for ballpark patrons, managed, the ballpark resource managed so there'll be 2,000 spaces available and 3,000 total. we have new demand from the buildings that are going up, the housing, the retail and the office demand, and the ballpark functioning. we started with about 5400 spaces dedicated to the ballpark and 11,000 overall, so we've managed well over the years but we are a regional draw, the ballpark, and if you add 2,000 cars times 2.7 people per car and compare that with the 41,000 people that are coming to the ballpark, this strikes the right balance. but we're not making that decision today. we're going to work with mta

and planning department and port and make that decision closer in time when the construction for the garage would occur so that we get the number right because we don't want to over build parking. that's obviously a goal that the city has, but we also want to make sure that we have a responsible amount so that development and the ballpark can continue functioning effectively. >> thank you. very kind for that consideration and all of the great work that you folks have done so far. i wouldn't be more proud of this ballpark. it really is a terrific gem for the city to have. if you were here fore the earlier conversation, i had made a statement alleyier about how things are changing so dramtly with mobility, the way folks are getting around, with the ride share market and the car share market and scoot and now we've got e bikes to talk about and there's so many ways to get around.

even from another perspective, it's going to make at thit easo take the train. there's all kind of ways i can imagine that are going to be reducing the demands for any vehicles. i feel for anybody who decides to drive to a game. i would imagine there's a critical mass of folks that are ready to take some other alternative transportation if they are presented to them, and we're on the verge of doing that, so i really appreciate you folks holding back, sounds like. last time i checked, i think it was something like $30,000 at least perspace, and if i did my math right, that's $90 million for the lot. it will allow you to do other wonderful things with that savings so make the project

more wonderful in other ways. i'm wondering if this agency or this board particularly will have any kind of say or any kind of opportunity to revisit, once you make this decision, is this going to come back to us at all? maybe this is a question for staff. i apologize, but i thank you for your comments. >> we definitely have had conversations with director reiskin about others and having a collaborative planning process about fixing what we're going to do with the garage, so that's certainly anticipated and we're happy to come back and report at your request. >> thank you. congratulations. >> chairman brinkman: thank you. i will just note in terms of parking if you look at the tdm measures, there will be parking prices, and there will be bundled parking. >> it's a really wonderful tdm plan. i'm just thinking about the future. things are going to change and we're going to have all of those empty parking lots.

right now some agencies are in a jam where they're having to finance empty lots, where it's a sunk cost and it's a burden on the communities. >> have it for the r.v.'s. >> chairman brinkman: all right. do i have a motion to approve? second? >> second. >> all right. all in favor. all opposed brimpg brink thank you. it's approved. thank you. we're all looking forward to seeing this as a successful project. >> going on, item 14, awarding contract r 212 r 1, to shimic contract to perform seismic strengthening in the twin peaks tunnel in the amount of 40,980,000 for a term of 290 calendar days. >> for it's birthday, we're

going to give it new tracks. >> i come before you to ask for the contract for 1282 r 1 be awarded to schimic conquest join venture. i have project managers here to discuss the contracts, the communications -- the communications construction mitigation plan and transit plan, if there's any follow up questions about the project, i'm also here to answer questions brimpg brink thank you. i see vice chair heinicke has moved the microphone. >> i have three questions in advance. two of them are unfair. so the first of the unfair questions is obviously, there's a history here, and we're learning as we're going and getting it right. are we confident that we now have a workable contract and

that can go forward or are there concerns that we may have other issues that we need to as we go. >> -- address as we go. >> i would say we're confident. i think this is probably the most vetted capital construction project outside of something of the order of the central subway that this has to happen in an existing facility, not ours. i'm not going to sit here and say that you'll never hear about this project again, but there's been extensive work with transit, with communications, with community, with our engineering folks to try to set this up for success, and i think we're in as good a shape in that regard as we can expect to be. >> and is one of the things that maybe we've learned specific to this project is some of the things we can build in to give ourselves some flexiblity as we go?

i certainly realize that a contract is a contract, but i guess that's my concern. we're going to get going, and i don't want to hit any snags. so are you confident that you have enough flexiblity in this contract to work with the contract if fur issues arise? >> i think so. we have a little bit of schedule contingency, and we have not to exceed an amount of weekend closures in addition to major shutdown to account for things that we might be able to do before or need to do after the major shutdown work is done, so we've tried to built in that flexiblity. we've got a lot of feedback over the course of the last couple years from kroos contra as well as from transit staff how to best plan for this project and provide for that flexiblity, so i think so. >> okay. that's a very helpful answer.

i appreciate. that the small question, and i didn't see that in the report, and i wouldn't expect it to be. i've asked it two times before, and i'll ask it a third time. is there a plan to build a switch at the west portal tunnel so an outbound train can switch to outbound and reverse the shuttle without having to enter west portal or the st. francis circle. >> yes. so there will be a circle that will be installed as part of this project east of the west portal station. the expectatimanagement expect they will install the crossover, they'll work with the control system to incorporate it snoot control system so it can use in an auto mated way will lag, and we're still developing the contract to do that work. when this project issub tanlly

complete, the crossover will be there. >> i ubds the logic of the new closure schedule. i get it, and the report was excellent. if we could just go over a little bit the communication plan because this -- i will say -- this is a mondstrous change. this is a very size believe way people are going to get around the city for those few months and the weekend. >> if i may, i'd like to introduce kelley mccoy who's from our communications department. the transit and communications department have been working closely together to make sure we not only have our transit in

place because there's a considerable amount of work that needs to be done because there are so many different trains that go from downtown through the tunnel, but kelley has actually been -- she has actually attended almost four or five dozen different neighborhood and association meetings and is -- has organized our communications plan for the projects, so kelley, if you could answer. >> chairman brinkman: okay. miss mccoy? >> thank you. to answer a little bit more about the summer closer decisions, a lot of it had to do with rider capacity. a lot of it had to do with merchant consideration. we went to the merchants associations and asked if they could cherry pick a time of the year when this would happen, knowing full well it was going to be a major construction impact. both of those suggested that a summertime frame would be

preferred, and we also wanted to be very aware of big events that are happening in these neighborhoods. castro has pride event every last week of june, and we wanted to be mindful of that as well as the demands of the west portal neighborhood which is not as busy during the summer months. >> i'm not thrilled of it ever being shut, but i understand it has to happen. i understand the when, but i guess what i'm trying to get at is if you could give me a little bit of overview of the plan for communication for this. i would imagine, just for starters, we're going to have full posters on both sides of the post portal, forest hill and castro street stations that there is a serious closure coming up, and we may want to start as soon as now and from

there, what are we going to do? hopefully our friends in the media will pick this up and let folks know, but could you give me the one minute summary so that in june, no one is surprised how they get to work. >> as much as this construction project is focused on those three neighborhoods, woest portal, forest hill and castro, this is very much a citywide impact, and sister agencies as well as sister transit agencies will be included so we can address the wide range of transit choices for people coming in and out of the city. we will have signage on the stop, ambassadors. our noticing started way before this. we've been engaging with all of

these neighborhoods, especially post portal and forest hill and castro. as you've alluded, this is not our first time at the rodeo. there are certain areas that know very well what's going on. there are plenty of neighborhoods that don't, and we intend on making contact with each and every along of them along the m and k and the l lines to make sure at the very least if you are somebody who never reads a sign when you walk into a muni station, you're constantly looking at your phone, you're not part of a merchant or a neighborhood association, you don't read next door, very least, there will be something that tells you, your train is not going to come. take a bus instead. we are covering this as much as we possibly can. >> okay. so on that -- and i'll try to wrap it up. i promise. one of the issues unrelated to this, and still i have to say

hasn't been satisfied to my liking is the notion that we still have atrain announcements. i think a lot of the announcements are made at the stations, not necessarily to people on the trains. would it be possibly during maybe the back half of the month of may or maybe even in the entire month of may or the drivers on the trains -- i want to make sure we do everything we can do to make sure people aren't surprised. let's go to the people, the riders where they know they are, and like you say give them no chance to miss this communication. even if their head's in the phone the whole time, overhead announcements, that sort of thing. we don't need to design the plan here. that's just the one idea, and my request. and then, the second part about

it is the transit alternative. you said we're coordinating with other agencies. is the plan shuttle buses to castro station from forest hill and west portal, is the plan linking people to the b.a.r.t. station at glen park or is the plan going to be essentially the same plan we have where there's a service disruption of shuttle buses and that sort of thing? and did i service disruption i mean planned service disruption. >> i'd like to introduce julie kirshbaum who can speak to that. >> chairman brinkman: thank you, miss kirshbaum. >> hi, everyone. i have a map i could project. >> chairman brinkman: yes, that would be great. thank you.

>> -- where they will transfer to the train. likewise, customers coming from the m line will board a bus, and they will transfer at church. castro station, we didn't feel, could absorb the pedestrian traffic to have both lines, and we are going to be using 60 foot buses on the l and 40 foot buses on the m just to give customers an additional

indication of what vehicle to get on. customers coming from the k line will have an opportunity to take a train, they can take a train either all the way downtown. it'll be interlined with the j, or they can transfer the b.a.r.t. stations. we're also have a communications perspective anticipating that some of the m line customers, the mary customers may also choose to take the bus in the reverse direction to transfer the b.a.r.t., and we will very explicitly provide them the travel time so that they understand that that's a quicker trip, and we are working with b.a.r.t. to provide the morning customers a free transfer to make that connection easier.

in the subway, we will be running a lot of service, essentially, a two-car train will show up at castro station about every four minutes to take customers, so that'll be a combination of two car tees that'll run from sunnydale to castro, and then a shuttle that'll run from embarcadero to castro, so there'll be every other train. so it'll be a good opportunity to see two car trains on the t line. as you know, that's something that we are working towards as

the fleet grows. you may also notice on the map that there's this brlue line here is a -- it's a circulator, so in order to make the bus trips as direct as possible and also to minimize the vehicles, the m line will not go directly to forest hill station, and the l line will stop about 200 feet from the station at juliet -- my apologies. the -- flew out of my head. >> in front of the hospital or where? >> in front of the little --

>> in front of the dewey. >> thank you. because of the circulation and the time it takes to get up there. and we will not be able to serve directly woest portal station because of the construction. so the -- west postal station because of the construction, so there will be a small circulation of riders circulating forest hill. >> so the one thing -- i know you're the master at this, and -- but all the planning, are we confident that it is quicker to go from woepest por to castro street station as opposed to the b.a.r.t.

station? i'm just thinking you've got somebody who's let's say is in west portal or st. francis circle. they want to get downtown quickly, and my concern with the disruption service that i've experienced personally is once you get to castro or wherever you're picking up the train, you're fine, but driving a bus around those hills and those streets, it's just very -- it takes a long time, and i personally have several times just gotten on the 52 or the 44 and gone to b.a.r.t. and found that to be quicker. so maybe i'm just wondering if there are some obstacles, other than to flood the glen park station. i'm just wondering if that has been explored. some of our riders -- they just want the quickest route. >> i think it's a great point. we could anticipate customers

that are ambivalent between the enjuda, or the 44. that's part of the customer information that we'll make available. we also will have this loaded into the next bus, so the trip planner should also help people choose the faster route for them. >> in addition, the k line service will bring people to balboa park b.a.r.t. and the m line bus service, folks don't want to go inbound can go outbound to balboa park b.a.r.t. but those are long trips with stops. i guess what i'm just getting at is let's just take we west portal as the focus point. now for this inconvenience, you've got to go to the

pepes westport al. we shouldn't be drawing maps from the board chairs, i get it, but i've got the communications of it. this is just one thing where i will say, i just want to make sure it's considered, because i think it might actually be faster. >> i will definitely look at it. thank you. >> thank you, vice chair li heinicke. >> chairman brinkman: i think as the bus messages goes out, i think it's important to note that not only this is coming, but why it's coming and what the goal of this is and what they're going to see in terms of increased speed and reliablity going forward. i think that is super valuable messaging. i think we're seeing it on canopy street with the b.a.r.t. at powell, and i think that helps people ease over the disruption, that they're getting something out of it at the end. [ please stand by ]

>> we still have quorums. thank you very much. we'll see you soon. >> we're coming out of closed session. thank you.

>> item 16, the board of director closed session to discuss anticipated litigation with the city take no action. to disclose motion. do i have a second. >> all in favor aye. >> opposed. not disclosing, thank you. that concludes the meeting. meeting adjourned, thank you all very much.

good morning, everybody. first of all i would like to thank our california state attorney general and the staff for working so closely with the city and county of san francisco. i want to begin by thanking our late mayor ed lee for initiating the police reforms and responding to create a historical partnership with the attorney general offers. i would like to acknowledge a number of people, chief of police bill scott. london breed, senior cohen and the mayor's office and all those who made it possible.

i would like to thank them for engaging with us. in 2016, our city grappled with crisis seen in a lot of american cities, the dissolution of trust among the community and law enforcement. responding to cries from our community for improvement, mayor lee reached out to attorney general lynch and the department of justice and san francisco entered into an agreement to evaluate the police department and get independent analysis of how we could serve our city. the department of justice presented recommendations and our city embraced all recommendations and to work closely with the justice department. to date we have started more than half of those reforms and huge credit to the police chief bill scott and the men and women of our police department that

have embraced the reforms. we have some of the best officers in our country. and we are seeing promising improvements with use of force incidents down 18% just last year. unfortunately, attorney general jeff sessions announced that the department of justice would no longer provide assistance or guidance to departments seeking to improve the trust between the police and the public. but under mayor lee, we were determined to push forward as a city. that is why mayor lee turned to our state partners to push forward the reform process. with the help of an independent partner. today, we're here to announce that the california department of justice will evaluate and report onion going reforms -- ongoing reforms. this partnership demonstrates our commitment to the reform process and includes measures needed to ensure it will be

unbiased and transparent process. today, marks the beginning of a chapter in the reform process. one that stays true to our goal of transparency, accountability and most importantly of trust-building here in san francisco. mayor lee started us on this path and i will continue the journey he began. again, i want to thank our police chief scott and the police commission for their leadership and the men and women of our police department. i want to close by thanking our attorney general for his commitment to our city and to the reform process. his leadership here and at the state level are unparalleled and we're incredibly happy to have him here. i would like to introduce our attorney general of california. [applause]