schools and colleges within our areas to educate them about what the options mean for them? >> i'm sorry, could you clarify? >> are agents out to high schools and colleges and what might work better for them as students? >> we haven't done outreach yet on these particular proposals, but over time there has been a lot of outreach, particularly when free muni came in. there was a lot of outreach in the high school level and that was when we extended up to 18 and that was based on feedback we got from high school students. over the years, there has been outreach to college students and that is how -- >> maybe i need outreach because all the options are very confusing to me. i don't know what are going to be best. number 2, which is going to be best to keep up our revenue stream. one of the things that appealed to me was the family pass for

visitors. we have so many people coming to the city, thank you god, and always looking for ways to reduce cost and family pass may be incentive to do that. when you're talking about removing the cable car provision from a particular pass, i think the chair was noting -- >> i think that the way you have it laid out right now, the passport keeps the cable car, but then we also do have the day pass without cable car. so a visitor could kind of decide do they want to do a passport, which lets them take advantage of the cable car as well. good. thank you. yes, director ramos. >> director ramos: across the bay, they implemented a day pass and it would interesting to see how successful it's been.

i know there were questions how good it was -- how well it would respond to their riders' needs, so i would encourage to look at best practices from them. secondly, i wanted to clarify the option 1. i appreciate the differential and particularly with respecting the 25 cents limited for people with reduced fare. limiting that. but either way, i think there should be a component with this, like a built-in component. like if we do this, in whatever direction or not, we should be providing more education about how to use clipper and how to reload it and what have you. i wish that we could just depend on clipper and mtc to do all this, it's clear they can't or won't. i don't know what the holdup is,

but it feels like there is more to be done. if we go that route and protect the 25 cent to the reduced fare holder, users, i think that it would be absolutely require something to that effect. some of that outreach around how to reload the clipper card and where you can get them. >> chairman brinkman: that is a good point. i want to call out if we do institute a new all-day pass, that it is initially only available on muni mobile. so that kind of -- yeah, because it makes sense to have it available. that will help drive people to muni mobile, but i hear you about the education around clipper cards and i think that continues to be such a challenge. i know of people that i worked with who use clipper cards who were confused about the cash wallet side of it, versus the monthly cash side of it and

could they have most. it's a little more confusing than we appreciate because we tend to deal with it regularly. that's not the case for everyone. that's going be a challenge, how do we continue to transition people to clipper? we appreciate all your hard work. if there is no more comments, i'm going to let the director continue on with the rest of the presentation. >> i'll remind you, when we put this cash differential in place two years ago, your direction to us was much the same. we worked with mtc to do a push on education. sounds like it maybe needs to be done again. maybe wasn't adequate in the first place. we'll circle back and let them know the board may contemplate this but we need the assurance of education to folks of where to get them and maybe more importantly, how to easily reload them. so point well taken on that. we did want to just close out on

the capital budget. there is not as much to talk about that. but to remind you that the capital budget is really where we can drive the physical changes on the streets to meet some of our top policy goal like vision zero and transit first and keeping the assets in the state of good repair. the cip is the 5-year constrained program from which the first two years of which become the two-year capital budget. this is what it looks like. the current one is just under $3.5 billion. our current projections, revenues bring us down quite a bit below that. a big chunk of the change is the central subway being nearly complete as we start this next and last cycle. these are the particular lines. these are the specific categories within the capital investment program. you can see there are a few

areas where we're showing increases, but this is really just based on what revenues that we anticipate will be coming with the sn central subway dropping off, with the state bond dropping off. those are some of the changes that you see reflected here. so we'll bringing you more detail on the capital budget. we're getting close to having that finalized in terms of proposal for you. and then this is what it looks like going forward from here. we go out to do more outreach, to solicit public feedback. the main -- probably one of the main areas of feedback is on the fare changes. largely a status quo budget at least at the moment. we do have to figure out how to accommodate those muni service needs and equity strategy recommendations, but i think the fare issues will invite people's attention. so we'll be back to you.

looks like at the march 6th meeting. we'll come back again at march 20th. you can see we want to give you and the public lots of opportunity to see where we're headed. and we'll start sharing more so in march the ideas how we're going get to a balance. and we should around that time also be seeing what the equity strategy recommendations are. started giving high level briefings to the board of supervisors. just to keep them in the loop. and try to get everybody onboard for the may 1 submission to city hall. so that concludes presentation. be happy to take any feedback, questions, comments. >> chairman brinkman: thank you and thank you for the highlighting of the budget time line. that will be helpful and good to hear from the public and the board of supervisors. i want to loop back to a couple of things discussing recommending strategic fund balance use.

i know we have talked about that before and we have done it. and i am in favor of that. i think that when we have chair heinicke back, that will be helpful. strategic use of that is very important. i was wondering, i don't remember when that ballot measure went through, how it was -- i'm sorry -- i'm confusing my fund balance. fund balance i am in use of the strategic use. the population growth fund, i don't remember when that ballot measure went through. what it was state thad the funds would be for? was it stated they would just go into sfmta? it would be lumped in with the general fund? >> it's calculated separate, so now we get our allocation from the general fund and then the supplement that comes from prop

b. the prop b legislation required that 75% of the funds go for transit. and 25% go for streets. it does give us flexibility between capital and operating how those are used. last time we used it fully for capital. but again, because of the population growth is driving some of our operational needs, i think it's reasonable to consider using part of it for operational needs. you see that the capital revenues are lower than they've been. not even accounting for central subway. we have a lot of capital needs we're trying to meet too. there are no easy answers, there will all be tradeoffs. >> chairman brinkman: we're lucky we have the fund balance we can dip into. to the parking garage revenue, i see that revenues are down in the parking garages. i know, i was given a tour of the polk and bush garage by mr. graph showing the new technology that is in place for people to enter, pay, exit.

do we anticipate that with the new technology in place be and the fact that it's going to be easier for people to use the garages, that we might see that revenue bounce back? and i see mr. maguire coming up. >> good afternoon, sustainable director. we do believe that the control system and security system in the garages will have a positive impact on the customers. we think it will help them feel safer and more secure in the garages, definitely much more confident in their payment and more confident we'll get their payments. at this point, i think it's probably a little premature, because we've only rolled it out to 7 garages to say, yes, we're sure we'll get more or less revenue, but i know it will have a positive impact on the customers and hopefully that

will drive the traffic. >> chairman brinkman: it's such a tough story to tell people when parking is a thing that everybody sees as difficult and stressful. it's a hard story to sell to say, not in the parking garages, if you come into the parking garages, it's here, accessible, easy to pay for, enter and exit. i can see that's going to be a tough narrative to change in the mind of drivers in the city. >> right and obviously -- we certainly think that tnc has something to do with it. >> it's had a hit on the parking garages. absolutely. those were my only comments and questions. any more questions, feedback? again, we will have this to us, the budget time line, this will come back to us again. >> director torres: can you share if you can, what the response was from the board of supervisors that you visited

with? >> i've only gotten to two or three of them so far. the folks that i've talked to have generally liked it. again, what they're focussing on is the fare recommendations because those are the tangible recommendations and so far, it's a positive response to those. >> chairman brinkman: thank you very much. if i have no other questions or comments, this was a discussion item only, so we'll go to public comment. >> chair, we don't have anybody who has turned in a speaker card and i don't see anybody. >> chairman brinkman: if no one has any public comment, i will close public comment and we'll move on. >> item 12, presentation and discussion regarding private transit vehicle route duplication. good afternoon, i'm here with my planner extraordinary and this

is a great cross division effort to establish the private transit per met program. we were before you in october and the board at that time adopted the ptv permit program. as part of the packet at that time in october, there was a route duplication draft memo which is how does staff determine whether a private transit vehicle route duplicates a muni route? and at that time, you asked us to come back. it's more feedback from the community. and vetted a little bit further and then come back before you with the informational item. so we're back again, my colleague alex will give the bulk of the presentation. and i'm going to leave it at that. i think the nomenclature, it's important to establish ptv, private transit vehicle, is a

service that is privately operated, open to the public, typically for a single fare and generally along a fixed route. so with that being said, i'll let alex again transportation planner from the sustainable streets division, lead us through the presentation. >> thank you. my name is alex, i'm planner with sustainable streets division. back in october we came to you with a package of regulations for private transit vehicles. it included a number of application requirements and permit terms and conditions. one of the few requirements is that any new private transit vehicle routes moving forward need to complement rather than complete with existing services. that can be difficult to define. so our legislation lays out process for the agency to release criteria that will use to determine whether a ptv route

duplicates muni. so we -- when we came to you in october we had a proposed version of the memo laying out the criteria that was based on what percentage of route travels along the same street as a muni route. what we heard when we went and talked to stakeholders and members of the community, what people are concerned about is where the services are stopping. so making sure they're stopping in safe and legal locations and not stopping in the muni zone. we also heard that maybe it doesn't make sense to look at what streets a route is taking, especially if it's a express route, what defines what route that is serving, where it's stopping. we've put together these criteria to assess whether ptv routes stops are similar to the muni route. first thing we look at, even if a portion of the ptv route is

similar to muni, is a significant portion branching off to serve a different neighborhood? the metric we used for that is fewer of 75% of the stops within .2 miles of stops along any single muni route. is it providing different rides than we do? the second metric that we look at, are they providing express service where muni doesn't pride that. we look at the stops, are they fewer than 50% of the stops along a comparable muni route. this diagram will help illustrate how that works. there are few exemptions to these criteria. if a ptv route is operating late at night, where we don't provide that kind of service, that will be permitted. service to communities of

concern in the southern third of the city would be exemption from the criteria. so those are communities of concern are defined by the metropolitan transportation commission and those south of the line approximately formed by chavez would be included in the exemption and that's to encourage geo graphic equity. finally, we have exemption for connecting. that doesn't include the stops along market street. and then finally, i mentioned before that this only applies to new ptv routes, so any existing routes as of last summer are not included in these cry teemplt -- criteria. we've talked to a number of stakeholders in the last few months. met with chariot, the company providing this type of service on the streets to discuss how

this impacts their routes. we've talked to advocacy groups, transit rider union and then back in december, 40 people came out, i think it was a helpful discussion in small groups. with different perspectives across the city to talk about the criteria and ptv services in general. all that, went into the changes that we're making to the criteria here. i wanted to go over some questions that we've heard about the use criteria. first of all, this is technical topic. so we wanted to go over how this works out on the ground. we assessed how these criteria would be applied to chariot's existing routes and found that 8 out of 12 morning routes and 8 out of the 9 are considered complementary. that's the same as the result under the previous version of the criteria.

so this, while this new version frames different, it has similar impact. i mentioned the existing chariot route were exempt from the criteria. we heard if they change the existing routes, are they still exempt? what we've been -- how we've been assessing that, if they make minor changes from where their route were, it's still exempt. if they're farther than .2 miles, the exemption no longer applies. probably the key concern we hear everywhere and have as an agency is making sure these services are stopping only in safe and legal locations outside of the travel lane and outside of the way of muni. that is still the focus of the program and it's in this memo itself. and then finally the criteria are flexible. these will be issued in memo from the director of transportation and if a year

from now we find that they're allowing ptv routes that are similar to the services or they're too restrictive and prohibiting routes that are serving a different market, we can go back and amend those as long as we provide 30 days notice to the public. so that and happy to take questions. >> chairman brinkman: thank you. good presentation. that does answer the question. have we had these ptv companies come to us with proposed routes that we then either reject or work on the route to make sure that it's not duplicating and it is actually complementing the muni service? >> so chariot has applied for a permit and we're currently evaluating that application. that application doesn't include any new routes since last summer, but we have discussed some potential routes that would be allowed. we don't just then sort of give

them a no full stop, we try to work them as we have with the existing stops, moving them around to meet neighborhood needs. >> exactly. >> chairman brinkman: questions? >> director hsu: on the 50%, the express route option, you can front load those, so you could do four stops and skip all the rest. it allows that flexibility for the ptv? >> yes, and we see that's the pattern that a lot of their routes do serve. they might stop several times in the neighborhoods, but then run express to soma. >> director hsu: with all of these, they could be right on top of the other stops -- i know they can't use the actual stop, but they could be literally on the same block as long as they're meeting the roast of the

criteria? >> yes, as long as they're within.2. >> just responding to some of the e-mails we've gotten in the past about the input that was asked from some of the stakeholders and folks that are concerned with violations and interference with regular muni service. i'm wondering if any of that was taken into consideration, if you folks have negotiated the memo? >> yeah, that's really been the key thing we've been working on in evaluating the permit application and talking to chariot about this, going through every single one of their stops and seeing is this in a safe and legal location and moving any that aren't. >> director ramos: with respect to enforcement around double parking or effectively

interfering with transit service, is there at accountability when a driver does this? >> so, this program is going to be run out of the taxi and accessible service division and they have a dedicated team of enforcement officers following up on complaints and going out on the street. in addition, just having the permit program gives us a lot more ability to work directly with the people at any private transit vehicle operator who are setting the stops and make sure they follow up on complaints we get. >> director ramos: when we say follow-up, can you tell me more about that? imquestioning in response to the -- i'm questioning in response to the correspondence. >> chairman brinkman: a question i want to clarify, the ptv we're

discussing, this is a separate permit program from the commuter shuttle program? >> exactly. this program applies to services that are open to the public, and run along fixed routes in the city. and unlike the commuter shuttle, this is not voluntary. if a company is operating this business in san francisco, they're required to get a permit. >> i wanted to add that the taxi enforcement layers on top of the on-street enforcement and there are fines associated with the program. if a permit holder is not operating within the permit conditions, then a citation can be issued. so, that is in addition to some on-street parking violations

citations. >> for the benefit of the public, i think i imagine what an administrative citation is, but could you tell us how that works. >> that would be in the permitie is not operating pursuant to the permit conditions, if they're operating on weight restricted streets and we can see that by the data that comes into our system. if they're stopping in locations that aren't allowable. than we can follow up administratively as well as sending out taxi investigators to investigate the behavior. we'll be looking at the data as the data comes into the office on the actual specific trips and where the vehicles are driving, the gps /* /- /* gps /- /*

g.p.s. data will flow. they may not be complying with the permit program. >> i think that my primary concern is that i want to make sure that the companies that we're working with here are held accountable. i have this concern that what is happening out there, the rotation of drivers and/or whatever it might be, there is not enough accountable. i'm getting a steady stream of e-mail complaints from folks that are taking pictures and showing us that there are violations that are happening and it feels a bit like we might be giving away leverage here that we might have to make sure we're getting agreements from the ptvs to comply with our expectations of how to run our transit service and how the two could truly be complementary.

and i want to make sure there is accountability. because as supportive as i am of the services, i do want to make sure they're not slowing down or interfering our ability to be able to provide services. because when a bus can't pull up to a curb or what have you, and people in wheelchairs, people who really need to get to step out from the curb on the bus are really impacted, and it can have detrimental impacts if something goes wrong, which the opportunity for -- the likelihood of something going wrong in those situations when a bus can't pull up to the curb because of the ptv blocking it for whatever reason, it can be a problem. i want to make sure we're negotiating out agreements as to how ptv service is allocated,

we're making sure the folks are understanding the urgency we're working here. >> if i could just clarify. first of all, we're not negotiating. this is a regulatory function of the agency and we have established regulations that you have authorized. that exist, the regulations and establishment of the permit gives us a mechanisms to hold any permit ee accountable. so the citation is a fine. they need to pay any fines or contest them. there is a process for that. to the extent we're seeing recurrent issues of noncompliant, which we don't expect, but if we were to see that, it's a revocable permit. if they're not addressing the citations, not just not paying them, but addressing them with the drivers, we have the ability to revoke the permit and stop them from operating in the city.

we haven't had that. we don't expect that to happen. i think we've had good dialogue and i think it's in their business, and anyone else seeking a permit, it's in their business interest to cooperate so they can continue to operate. but this permit program creates the leverage we have to ensure the accountability you're talking about. >> yes? >> director borden: can i ask a question related to that. are pcos able to enforce or cite these kinds of -- whether it's the ptv or the commuter shuttles, are they able to do that or is ate separate group? >> i want to let's be careful here and ask the city attorney, i don't want to segue into talking about the commuter shuttle program, since this is

the ptv program and if we talk about the shuttle program without giving the public an opportunity to weigh in, it might cross the line. let's just -- >> who can enforce it [ >> the parking control officers can enforce to the extent they're violating the parking code. so if it's something within the purview of the parking control officers generally they enforce. administratively, if it's related to the permit program itself, the taxi investigators can enforce on that level. >> i'm trying figure out, they can't do anything that is moving, they can -- for example, someone pulling into a spot they're not supposed to be pulling into, is that considered parking, or idling? because i think the biggest challenge in general is often enforcement, not just in this agency but across all different city departments and agencies. and i guess the biggest force of

enforcers are the pcos, so i'm trying to understand what degree -- since we get the photos and stuff -- are they able to do anything? >> the photos are helpful, but we cannot issue a citation based on the photo, but it does give us a picture to then follow up. >> the pco were there and saw that, could they write -- >> if they see the behavior, and it's within their purview to issue the citation, it depends on the specific infraction and what is going on. >> generally yes. moving violations they cannot write citations for, that's the police department. we do work with them when we get complaints about issues, moving violations we work with the police department. but the lions share of issues that are of concern with regard to not conflicting with muni are parking related issues and those

are largely within their purv w purview. >> they could actually enforce here? >> right. >> thank you. >> director hsu: what would that look like if a pco pulls up and sees ptv in the muni zone and then the bus takes off? do they chase them down? what does that look like? >> a lot of time for services like these, they issue a drivaway citation, and they are able to when they see the vehicle, they can take a picture and citation is mailed in the vehicle owner. >> good. >> what we're hearing about greenhouse gas emissions we know that transportation other than

our public transportation is a huge part of that. so this is an important thing to highlight to people. because i know that the sound of other buses does drive people a little crazy with how loud they are. so i appreciate that we are making sure that these models meet more stringent emission standards. thank you fort presentation. we'll go to public comment now. >> you have two members of public who have submitted speaker card. >> two minutes, please. >> thank you, everyone. i've had the opportunity to speak to you before on this topic. i was able to celebrate my first year at chariot a couple of weeks ago and from the beginning have been part of the conversation about the ptv permit and route duplication. and proud to say we partnered

with sfmta staff and we've agreed to share our data. the sharing of the data allows for staff to see where the vehicles are, to cite vehicles if they're not following the agreements. we've agreed to pay for the cost of the administration of this regulatory program. and we've worked in good faith to move existing problematic stops. we've changed our routes. we're responsive. we've got dedicated staff working day to day at chariot to address concerns. if there are folks sending you pictures, let us know immediately. we take it seriously. this is what partnership looks like. as san franciscans we have a tremendous task to address the transportation issue and we want to emphasize that chariot is going to be part of the solution.

we're going to prioritize complimenting not competing with public transit. we're creating service and routes that are going to feed into the bart and muni system. we're going to serve our communities of concern. and you know, we're going to continue to train and grow as skilled labor workforce as proud partners with the family, the teamsters. i want to emphasize, we want to work with the city. we will continue to be and be part of the solution. >> next speaker, please. >> good afternoon. first of all, i want to thank the board and my job for call meg short notice, they said, kendra, we need you. i couldn't wait to come. it's me again. i spoke back in october. i do want to say that i am so proud that i will be with

chariot one year next month. i have come a long ways and i'm happy. newly engaged to earl, so we both have grown. it's a lot going on with the job. there is consistent drug testing, there is consistent regarding our scores and following the rules and regulations on the road. i pass the courthouse every day, my route is a corporate route. i see this building, and didn't realize this is the building, but i'm grateful you're letting this company grow. they're strict on us as drivers, they used to let us get away on a few little things, but they're not playing. they're strict. i love my job, i'm happy to be here. i want to see the company continue to grow. i was selected out of 240 drivers to do a documentary film here in the city. i'm the face of chariot. so pretty soon you will see me.

they selected a few of our passengers and they were able to display and show the beauty of san francisco, which is the great tourist attractions like chinatown, japantown. they dialect with some of the natives there. maigz. i saw twin peaks, i didn't know that existed. my mouth dropped the whole time. i love my job and this company is going to continue to hire more men and women like myself and open up more doors. please, thank you, board, for letting me speak. >> thank you, and congratulations on your engagement. >> next speaker, please. thank you very much, i appreciate that you know, if this is a service which actually tends to the needs of the people, the disabled and the people who need support in the city that's great, but it

ludicrous to think there is accountability. i have a good friend who take the photos. there isn't. these things idle. they clog driveways without concern. there is no accountability. that's why you're getting a slew of e-mails and photos. the city is fedoten up. i know you don't want to discuss the shuttle program, but it's ironic you're suggesting environmental impact, because you've clearly not applied those same standards to the shuttle program. we have these 61 buses belching into our windows in the morning. i'm vehemently against anything that doesn't serve the people and that's all the public has been seeing. so people are on edge and you have to understand the congestion. and there is no recourse. which is why again, you're getting a lot of e-mails and photos because they're not

writing citations, no one is policing this and no one gives a hoot about the people, what it's doing to our health and peace of mind in our communities and that's what needs to be addressed and some other situation put into place. thank you very much. >> thank you. any more public comment on this item? seeing none, public comment is closed. this also was a presentation and discussion item only. >> if i may just address these last comments. i want to make sure it's clear that we're talking about the ptv today and the comment that i was making are certainly applied across the board, but i want to make sure we're complimenting and thanking the services that are provided. i think that any kind of services, anything we can do to get folks out of their cars and give them options, particularly where our transit isn't, it is

complementary. so i appreciate and i appreciate staff's work in coming up with this presentation and figuring out exactly what is complementary or what is not. i thank you and everybody for your partnership and the good work you've been doing. i think there is some merit to the comments that were made about some of the other topics of conversation for another time. one of the things that i do like about the ptv, they are smaller vehicles. and i think they're a whole lot more welcomed on our streets and people are -- they're a lot more tolerable for the most part. i want to appreciate staff and everybody working together to come up with the definition. >> chairman brinkman: thank you. and just a reminder, we'll be adjourning this meeting in memory of shirley brier black in recognition of all of her service to this sfmta board of director. >> that concludes the business before you today. >> we are adjourned.

thank you very much. (shouting.). >> more and more city's high san francisco is committing to

dislocate to end all traffic death that means improving safety for people walking and driving and safety on our streets is everyone's responsibility people can make mistakes but not result in injury or death all traffic collisions are preventable as drivers you play a large role that will give you the tools to drive safely on streets a recent survey asks hundreds of drivers about save city introduce driving what did they say watch for distracted behavior and slow down and be patient and check for people before you turn the facts about city driving shows how important to be alert most collisions happen in good

weather allowance even at 25 mile-per-hour it takes a vehicle 85 feet to stop this is almost 7 car lengths slowing down makes collisions less savior when a person is hit by a passerby vehicle 25 minor the chance of death is 25 percent 40 percent that increases inform 85 percent slowing down didn't cost much time driving behind a person takes 9 extra semiautomatic and stopping at the yellow light takes only 30 seconds by hitting someone costs you hours and weeks of our time and maybe a life take a deep breath and take you're time

cities cross america are being safely for walking and driving some streets are confusing here's what you need to know all intersection kroukz of novelist marked some are marked to make them more visible other crosswalks and intersections are raised to the level of sidewalk to actress as speed bump and people are maybe crossing be cautious and watch for people when you approach any intersection advanced limit lines and pedestrian yield signs show drivers where people walk and stop behind the lines at stop signs and for people crossing bulb outs where the sidewalks extends into the street make that tease easy to see

pedestrians and remember to slow down whether making reasons and watch for people on sidewalk estimations extensions that maybe closer than you expect and bicyclists may motive to the left to get around bulb outs this gives people a head start allowing pedestrians to enter the crosswalk before transfer starts moving makes them more visible pedestrian scrimmage and stop the vehicles in all directions allow people to cross including department of building inspection scrambles are paired with no light restriction and rapid beacons you turn bright whether the pedestrians are there or the center is activated precede slowly as you approach the beacons especially, if their

activated a pedestrian crossing light turns yellow before turning sold red back to flash red procedure after making a full stop as long as the sidewalk is empty and, of course, stop whenever the light is red traffic circles reduce conflicts you must stop at the strewn and precede around the raise your right hand of the circle watch for people in crosswalks and people in bikes coming around the circle arrows indicate where people with bikes share the intersections and people have ride to people on bikes have the right to use the lane whether or not in the sharing bike lanes

are for people protected by parks e.r. parked cars and stay out of separated bike lanes unless an emergency dashed bike lanes are a shared zone four for vehicles to change lanes slow bike lanes allow the circles their unusually sprayed before me from other traffic some bike lanes are built to the level higher than the street but lower than the sidewalk they provide a safe separated space sponsor cyclists are around vehicles the box areas are marked with the stencil at intersections act as advanced limit lines for people to garter at a red light this increases the 1r0ir7b9 to

drivers people will ride past stopped vehicles at the fronltd of the intersection give them room and stop short of limit line behind the bike without objection and cross only after the green light and people cleared the bike box bicycle traffic lights allow people on bikes to proceed while vehicles are stopped be unaware aware of those bike san francisco general hospital but stay alert and only skrans when the vehicle is cleared the intersection let's take a quiz to see what all of learned here we go number one when do month collisions happen did you say in daytime you're correct question two if an intersection is not marched is it still a crosswalk

yes did you get it right great job one more before we go on what's one of the best things to do to avoid collisions? you can it take a breath pay attention and slow down city streets are crowded and chaotic so seeing everyone every single everything is difficult here's a test how many times did the white team pass the ball? if you answered 11 you're correct but did you notice anything else also be aware ever you're surrounded and remember that is easy 0 miss something if you're

not looking for it here's some basic principles driving near peep e people from you're driver's seat it is difficult address our mirrors to reduce blind spots people on bicycles maybe be in our blind spot give yourselves plenty of time to react look out stay on the road from building to building not just curve to curve check driveways and behind parked vehicles for people that enter our path turning vehicles are especially dangerous important people walking and collisions often occur when vehicles are making tunnels when you turn remember check for people using the crosswalk before starting you're turn

watch for people on bikes traveling in the ongoing direction always check our mirrors and blind spots patience pays off take a moment to make sure you're clear while it might feel you'll save time by driving fast or turning without checking you won't save driving only adds a few semiautomatic to our trip a collision can cost you, your job or someone's live here's important things to remember all crosswalks are legal and pedestrian have the right-of-way people cross the street anywhere children and seniors and people with disabilities are the most vulnerable think city strits give buses and streetcars a lot of the space or people returning to catch a train don't block the

box this creates dangerous situation for people walking how are forced into moving traffic and people bicycling out of the bike lane and people on bikes most city streets are legal for bicyclists even without signs people biking can fall in front of you provide a safe amount of space when passing someone on a bike a minimum of 3 feet is required by law in california and people on bikes prefer to be in the bike lane in for the this is often to avoid accidents give them room people on bikes will stay away from the traffic or watch out for open doors whoops that was a

close one expect people to go to the front of the light and pass on the right a tap of the horn maybe useful to make you're preservation known but avoid using the horn it may saturday night be someone vehicles anybody right turns are especially dangerous important biking always approach right turns properly signal early and wait for people biking through the intersection move as far to the right to people on bikes can pass on the left let's try a few more questions who are the most vulnerable people on city streets? children? seniors, and people with disabilities why do people on bikes ride

close to travel there to avoid car doors what is one of the most dangerous situations for people walking and riding bikes? turning vehicles and what can you do to make sure that everyone is safe in any situation? thartsz stay patient and alert and, of course, slow down parking and loading a vehicle on accredit city streets is a challenge weather parking and unloading always check for people in our mirrors and blind spots and on the driver's side with our right turn right hand this causes you to look 40 on your left for

bicyclists when passersby exiting the vehicle make sure about opening the door know where loading zones are if not loading zones available use side streets never stop in bike lanes or traffic lanes. >> bad weathering and visible rain and fog or low lighting make it hard to see you're vehicle is likely to slide or loss control in eye i didn't controls and create issues for people walking and biking they tried try to avoid pulled and umbrellas and construction get slippery for people the safety thing to do in conditions

whether wet or icy or dark slow down and drive more carefully remember going fast may on this save you a few semiautomatic but speeding may cause you a life or you're job people walking and biking are vulnerable people can be distracted or make unsafe decisions as a driver the responsibility for safety lies with you a collision could mean the loss of our life or you're job and dealing with the legal implementations could take years or an emotional toll if someone is killed in a crash help us achieve vision zero and everyone can use the streets safely. >> thank you for watch and following the important driving tests your remember we're counting on you

>> ladies and gentlemen chair call the meeting to order. can you please turnoff your electronic devices as they interfere with the electronics in the room, and can you please stand for the pledge of allegiance. [ pledge of allegiance ] >> vice president, i 'd like t

call roll. >> sure. >> president turman is excused. [ roll call. ] >> vice president mazzucco, you have a quorum. also with us tonight is the chief of police, bill scott, and the deputy director of police accountablity, eric killshaw. >> also i'd like to welcome tonight our new police commission sergeant walter ware, who will be joining us with officer ryan jones who will be joining us as part of our staff. welcome, and hopefully after tonight, you will be staying with us. ladies and gentlemen, welcome to the february 21st, 2018 police commission meeting.

tonight we have an agenda full of a lot of reports, many, many reports. it's reporting night. so with reference to reporting night, i'd ask that the reports are high and tight and concise. all the reports have been published on-line for you to read, and commissioners, i'm sure you've all read them, so we'll go through with a brief summary in the report, and if there's any questions from the commissioners, we'll have those, and then we'll have public comment. with public comment given the length of the reports and the complexity of the reports, public comment will be limited to two minutes tonight. so with that, call item one. >> item, adoption of minutes from the meeting february 7, 2018. >> commissioners, you have the minutes of the meeting from february 7, 2018, are there

any comments or corrections to it? move to adopt the minutes. >> second. >> public comment? seeing none, public comment is closed. all in favor, please say aye. >> opposed? please call item 2. >> commissioners, you also have this in your packet. it's received and file consent matter, do i have a motion? >> so moved. >> do i have a second? >> second. >> any public comment regarding our consent calendar? hearing none, public comment's now closed. item three. >> item three, reports to the commission discussion. 3-a, chief's report, report on major police department activities, weekly trends, including crime trends including update onnen al bill 2018, presentation of the limited english proficiency annual report