time. >> we move p, t, q, r. sever five. do i have a motion to approve the consent calendar. any opposed? [votin >> thank you. >> i did not get my agenda in the mail, so i'm just going off the agenda that i have here. so i was not able to look online at the detail here. i did want to support this item. i think it's helpful to have textile recycling receptacles around the city.

my only comment and suggestion here is if there could be signage on these receptacles, or stations, indicating that members of the public can also avail themselves of other textile recycling options through recology or the department of environment can assist with the appropriate information for that signage. there are now options using the blue bins with a clear bag and other ways that text tiles and similar materials can be recycled or reused and reduce the amount of such material going into landfill. so i think we're all supportive of these environmental efforts, but, again, this kind of signage would be helpful in reinforcing the various options. thanks. >> thank you, mr. pilpel.

i think we have another. >> alexander brady. >> great. thank you. [please stand by]

. >> hearing none, 10.5 is approved. >> madam chair, your regular

calendar is next up. item 11 approves a parking and bike lane between 8th street and harrison and townsend. >> good afternoon, madam chair woman, director reiskin, my name is alan, and i am the project manager for phase two. this project takes place on 8th street between harrison street

and townsend street. before we mention phase two, i'd like to mention some portions of phase one, which are highlighted in green. i apologize if your slides may be a little different than mine. i moved the pictures to a new slide to make them larger. phase one was a phase on 8th street between harrison and market street. phase one was completed in may 2017. because -- [ inaudible ] -- the 8th street safety project was divided into two phases. phase two required more engineering and traffic analysis because of 8th street's connection to the bay bridge on and offramps, its unique placement under an

elevated freeway, and at its last segment between brown and townsend street, its two way configuration. additionally, the phase two area has more industrial establishments, and the project involves muni bus stop changes. the project team decided -- excuse me. the project team decided that more outreach would be needed to understand parking and loading needs, as well as receive public and muni operator feedback regarding the bus stop changes. the project outreach will be discussed at a later slide. first and foremost, the goal of this project is to continue improving safety and comfort for people traveling on this corridor, including walking, biking, in vehicles and on public transportation. phase two will enable people biking to travel on a fully protected bike lane for the entirety of 8th street, but not only does this upgrade the connection between two growing

kwa quadrants of the city, it aligns with the city's community and recommendation guidelines. the division of parking protected bike ways and pedestrians and bicyclist safety is outlined in the traffic implementation study, as well as the western soma plan, mowing multiyear community planning processes. vision zero is the city's plan to end all traffic deaths and serious injuries by 2024. 8th stre 8 -- and on august 6, 2016, mayor ed lee issued an executive directive on bicycle and pedestrian safety, explicitly calling for a focus on delivering near term safety improvements on 8th street. this project hopes to fulfill

the policies, community recommendations, and directives to bring safer streets in a quick and effective way. in line with sfmta's strategic goals, parking protected bike ways can create a low stress environment by providing physical separation between people walking and biking and moving traffic. it's paired with a row of on street parking and loading. for people biking, this dedicated and protected space greatly improve perceived comfort and safety which can encourage people of all ages to use nonprivate auto modes. with phase one implemented last may, the project team has been able to collect data and see what works and what also needs improvement. about 80% of bicyclists surveyed felt an increase in comfort and safety when traveling through the new

protected bike ways, and a less -- lesson learned from phase one is posted in the bike lane areas. transit boarding islands are planned at two of the three proposed bus stops. these transit islands make boarding and disembarking easier and safer. bikes and buses no longer need to weave around each other approaching a curb side bus stop. muni has already shown a travel time decrease of 24 seconds on this corridor. phase two also applies lessons

learned from phase one, listening to feedback from transit users and muni operators. the two proposed transit islands will be lengthened to allow for more flexiblity in on boarding as well as the use of wheelchair ramps. phase two proposes to remove approximately 13 parking spaces. this removals are needed for driver and pedestrian visiblity, transit islands, new loading zones and emergency path of travel. through the safety project's outreaching efforts, this organization has partnered with the san francisco fire department and california highway patrol to provide traffic safety while improving emergency access. phase two removes parking near fire hydrants to keep fire access unblocked and readily

accessible, and on #th street and bryant, this widens the driveway for the facility. understanding how businesses load and unload cargo. this project has already closely worked with sfmta's accessible services team, listening to their feedback from phase one. an example is the proposed construction of new curb ramps and midblock crossings, which will better delineate the path of travel between the sidewalk and parking and loading stalls. phase two also includes improvements to the 19 polk route, and this map memorizes the stopgaps and upgrades.

the existing bus stops at 8th and brannan and 8th and townsend would be consolidated to a far side transit boarding island at 8th and brannan, and would be placed at a more useful location to businesses and residents. the project team is still working with stakeholders regarding the feasiblity of installing a far side transit boarding island at 8th and bryant. if a boarding island at this location is feasible, it would be installed at a later date. sfmta's staff has also reached out to local businesses, residents, and local advocacy groups in a number of different ways, including 4 two-door to door meetings with businesses and residents, meeting with local and advocate stakeholders, deploying muni

ambassadors at all stops in the area for two weeks, continual social media and website updates, mailing project postcards to all 206 addresses within and around the project area, and also posting project information posters throughout the project area. but outreach is still an ongoing process, and so far, this project has heard from constituents that safety measures for people walking and biking on 8th street are a welcome change, even if that means losing parking; from business owners saying that loading is currently a challenge, and our project intends to address that need by creating loading zones to meet the demand, and also from transit riders that it makes sense to consolidate butt stops into a location that's closer to businesses and residents. the 8th street phase two is currently in the planning and design phase.

if this safety project is approved, sfmta shops and public works construction can start this spring. this project continues the momentum of phase one and mayor ed lee's executive directive to improve pedestrian and bike safety in the near term. with the beginnings routed through the planning processes established by san francisco's eastern neighborhoods, the entire length of eighthth street can have physical protection between people walking and biking and moving traffic. thank you very much. do you have any questions? >> thank you, mr. huey. board members, does anyone have any questions before we listen to public comment? no? seeing no questions, i think we'll listen to public comment, and then we'll likely have a few more questions. >> madam chair,ly solomon is

the first speaker, followed by yee wen. >> steven solomon here? >> thank you. steven solomon. i use my bicycle for transportation around san francisco. i'm a regular bicyclists on 8th street, 7th street, 9th street, as well as townsend. i really appreciate the improvements that have been made to 8th street. the perception of safety, the actual safety, and the comfort of bicycling on 8th street has been a great improvement for me personally. when i talk to people about transportation in the city, many people i know use cars, ride share their own cars, and i asked about what -- what they think about bicycling more for every day transportation, and variably what i get is it just doesn't feel quite safe enough,

and i feel that the improvements have been made with the parking protected bike lane on 8th street have been excellent. i know some people getting closer to getting on a bicycle due to some of the infrastructure improvements we've made in the city, so i just want to express my support for completing 8th street to townsend. i also want to encourage emphasis on intersections. those are some of the more scary places for reducing injury. in this high injury corridor, i want to encourage focus on that, as well; and that's -- those are my comments for you today. thank you. >> thank you, mr. solomon. next speaker, please. >> yee wen, followed by charles did defarge. >> good afternoon. my name is yee, and i'm here to

support the bike lane on 8th street. recently, the city introduced an electric bicycle sharing service. i'm very grateful for this because i was able to buy a bike for the first time -- an electric bike for the first time in my life, and i feel like i can go anywhere in the city on a bike. however, there is a problem. it can be very dangerous riding on streets for some of them south of market streets. i find that drivers tend to underestimate the presence and space of electric bicycle riders and myself had several near crash experiences because of this. not even to mention how dangerous it could be for those who just started riding bicycles in the urban environment because of the presence of the e-bikes. those foreign visitors who are not familiar with the traffic laws, traffic rules in the city, and seniors, riders who

are more vulnerable to vehicle traffic. 8th street is a major but dangerous north to south corridor for bicycle riders. with the presence of e-bikes, the need to build safer infrastructure, including a protected bike lane has never been larger. sprited parking lanes for drivers, separated walking lanes for pedestrians, we should also build protected bike lanes. it will help keep everyone safe, not just bicycle riders. thank you. >> thank you, mr. yee. next speaker, please. >> my name is charles defarge. happy to be here today in support of the phase two of the 8th street improvement project. this brings us back to a year ago users.

thank you. >> thank you, mr. defarge. next speaker, please. >> is mr. zaki here? n no.

josie aarons. >> i'm josie aarons on behalf of walk san francisco. on behalf of walk sf, i wanted to say and express our strong support for this project that will make this section of 8th street more pleasant and more safe for everyone. this project could go further, though, to protect all users who use these streets. to that end, we would like to see this project more robust, and charles just mentioned we had a great accessiblity meeting this morning. -- [ inaudible ] more frequent access to curb space, and an adequate buffer zone or path of travel between parking and the sidewalk. that isn't blocked by safe hit

posts. in addition to reduced speeds and increased yielding to make these streets truly safe, we'd like to see painted safety zones at all corners of major intersections. this is especially urgent at freeway on ramps, pedestrian lost her life on sunday along 5th street on a freeway on ramp, and we'd like the vehicle width lane to be no more than 10 feet, even as denoted by paint. children live and go to school here. so do seniors. let's create a street that's safe for them, rather than a street that feels like a throughway. with some minor corrections, this could be really great, and we thank you for your time. >> thank you, mr. aarons. next speaker, please. >> david pilpal. >> david pillpal. i did not hear in this

discussion about coordination with caltrans. the intersection of 8th and bryant is a major on ramp for i-80 and the solving it, so

again, i oppose the parking removal that's proposed for

this project. >> hi. i'm here to offer my support for the 8th street project with a giant caveat pointed at director ramos. i've been at several of these meetings where you've asked director reiskin why don't we have protected intersections? why don't we paint bike lanes through intersections so people know they can expect bicyclists to be in that space? and in fact, this great staff created designs for this project that included protected bike lanes. i'd like to show you what it looks like when the protected intersection, and how it's proposed today, and how much less safe you would feel as a bicycle rider. so if i could use the overhead. so this is the protected design for brannan at 8th. you see that little curb area that would keep highway minded vehicles from clipping a bicyclist. this would be a place that i'd

be much more comfortable riding with my 1.5-year-old nephew on the back of my bicycle. this is the one you're being asked to approve. as it was said earlier, intersections are the most dangerous portions of our roads. another example, here's a protected design for part of this traffic circle at townsend. pretty good. good job, staff. without even the fire department getting in a fire with us, this is the design that's being proposed for approval today. see that little green area? it's, you know, kind of, like, go swim with the sharks section there where you're forced into the cars? i don't know why we're still building infrastructure. i know my 62-year-old mother would not feel safe bicycling. approve this project, but let's look at the intersections again. thank you.

>> thank you, mr. brisena. is there any other public comment on this item? nope, seeing none, public comment is closed. directors, i'm sure there are some further comments for mr. huey. director ramos? >> yeah. i'm sure it's pretty implied, i think he's accurate in my recollection that i've inquired about this in the past, so if you want to explain for the benefit of the board and the public as to why you went away from those designs. >> thank you, thank you mr. huey, i think we've got a biking population now that has their appetite whetted for protected bike lanes. >> thank you. we did initially propose a concrete protected lane, but this was reliant on a sidewalk expansion on brannan, but

unfortunate, that sidewalk expansion fell through. it's not going -- as of this moment, it's not going through, so we are unable to construction that median island in the intersection. we are, however, proceeding with phase separation which will install right turn arrows and a bike signal, so it will completely eliminate the movement between turning vehicles and through bikes. regardless -- i mean, with regards to 8th and townsend, townsend is currently an mta project, which will evaluate all the five approaches at that pretty complex traffic circle. our goal for this traffic project was to bring a class four protected bike way up until townsend. >> yes. go ahead -- no, go ahead director ramos. >> thank you for your response and all your great work. i know you folks are trying the best you can. i'm wondering how much more

helpful we can be as a board, so will you speak a little bit as to what caused the falling of the sidewalk and why we can't address that in the interim. >> mr. salavire. >> good afternoon, board. >> that was a completely separate -- >> i'm sorry. introduce yourself. >> mike salaviri. that was proposed with airbnb to help them navigate their way through the freeway columns, but for whatever reason, that scope was reduced, so that's only happening around the freeway columns. it gives us less space to work with, but as alan described, we are having a fully protected design, just using different tools. >> okay. i appreciate the response. i -- i think that the reason why so many of us are curious about this and just want to really emphasize the need for

this kind of protected intersection, that i have experience personally in other countries now, and i think in -- in various places even in this country, we do have them, and it makes sense to do them as much as possible. i would love for the board or -- or for us to at least accelerate -- i mean, when you look at nacto, even their guidelines say this is a safer design when we can do this, and i think that it should be made a priority for us to be able to do. i just think that it makes sense. again, to the speaker's point, the -- i mean, the incidents of collisions really do happen more frequently at these intersections, and less so -- i mean, the video was very graphic and showed that car clearly cutting over. but from my understanding -- and my own experience, it really does get most dangerous at the intersection, so we

should be doing our best to protect them, and i'm wondering why, if at all possible -- i mean, first of all, i want to make sure we discuss and make even direct staff to continue to seek doing this design as much as possible, even if it means expanding the project in the future. i'd love to talk a little bit more about that. but in the interim, i'm wondering, can we at least discuss the idea of having the paint go through the intersection, particularly at 8th and brannan where it seems like it might work. and if we can't do it now, can you explore it and come up with a -- like, a scheduled time when we can talk about it and discuss it because i -- the staff's response last time that i think i -- we spoke with mr. montoya, i think he said that it was under consideration, and at this time it's confusing or what have you, and we don't have any standards, but i think

it's important that we're doing everything that we possibly can to make these intersections as safe as possible, recognizing that we won't ever be able to make them fool proof, but doing bha we can to expand on the safety. >> yes. vice chair heinicke. >> so if i could just pose this question -- first of all, excellent presentation. i didn't say that when you were up here, because i wanted to hear from the public, but i found that very informative and well done. thank you. to follow up on that and asking you a question, what is the downside of putting green paint in the intersection, and if there is no downside, then, you can just look at each other and... >> mike salavise. it is a tool that we're using more frequently, in the past we were really hesitant to use guide markings through the

intersection. so we have a guideline where if the intersection's a certain length or distance that we are using the markings. we use it following folsom at 13th, under the freeway, so i think we're just gathering more feedback and hearing from members of the public the design for measures like this. it's excellent feedback. it's just a matter of using our resources and understanding how drivers approach those types of markings. by state law, you're supposed to enter a bike way by turning right, and that's just more protected bike ways. we're looking at different dynamics, left turning bikes, and other bikes. we are expanding the use of intersection markings, and we can explore using them even more frequently than we do today, and i just want to reiterate at 8th and brannan, we are having a fully protected design. it's just through the use of different signal phasing, but

we do feel it's a very protected level for cyclists. it's just a different tool that we're using at that location. >> there used to be hesitation, but now you're getting feedback to do this. was the hesitation because of safety? >> right. because in the past, we had class two bike lanes. they're broken or dashed, so motorists are supposed to enter the bike way prior to turning, and we were concerned that by having -- and marking through the intersection, that motorists would stay outside the bike way and not cross it, which is what the state law is not directing motorists to do. now that we have class four bike ways, we're in a whole nother world and find out that people like having that guidance in the intersection. we just want to make sure that we're using these things consistently in a way that's predictable by all the road

users. >> right. and just to be transparent in my thinking, and to the earlier comments about pedestrian safety and turns and those sort of things at intersections, i guess my thinking is that if there's no real downside to using that here, and one would assume that the motorists who go through that intersection probably go through it more than once, that use of paint, it's not just fore the bicyclists that are there at that time, but it reminds motorists who use that intersection there is a bike lane coming through here, so as you approach this intersection, you remember that, and maybe you're a little bit more alert. >> no, it makes sense. and especially here when we have signal separated movements between right turning vehicles and bikes. so it makes sense. we can add that to our project and clinclude that in the evaluation of the project. >> thank you very much. mr. huey, i think what we're hearing is it's a yes and on

those particular intersections. i'm glad to hear that 8th and brannan will be separated by time. there's a good request to separate it in space a bit, too, and i'm pleased to here that the traffic circle work will go on, so it sounds like we'll request that this be a yet, in terms of that one intersection and ultimately the other one. a question that i have, and it was mentioned by a member of the public, and i know director rubke was there, about accessiblity. could you just talk a little bit about how that working group is looking to inform -- perhaps not that working group, but what's coming down the pipeline with regards to this project. >> we're definitely working with our accessiblity services team, who has given us some guidelines to follow, where to put the safe hit posts, where to put the on ramps in the middle of a long block, making

sure that people who have limited mobility can access the sidewalk and the floating parking. it'll be a continual conversation, and again, we're still learning our lessons from phase one, but i think there's going to be more curb ramps and midblock crossings to help bridge the connection between the sidewalk and floating stalls. >> good. director rubke, is there anything you'd like to add? >> yeah. i have a quick question. and thanks for your presentation. the work and presentation was awesome. specifically, i think one of the members of the public mentioned a desire to see a cyclist slowing down where pedestrians are crossing the bike lane, and i think one of the things that has been talked about is putting kind of a level crossing from the transit boarding identifi boarding island to the sidewalk which would create kind of a speed bump for cyclists. i'm wondering if that's something you can investigate

going forward or would that preclude that? >> it wouldn't preclude that. thanks for the question. when we create raised bike ways or raised crossings, we have to dale wi deal with the consideration of crossings and drainage. this is quickly putting a transit boarding island out there without maybe doing some more analysis on hydraulic issues, so that can be a future consideration when we do a streetscape projector something like that. >> no, i understand there's some challenges, i guess i was, like, asking if this project, like, could be modified in the future to support those things. i'm in support of this project. >> at the crossing, we do plan to put those signs.

>> thank you, and i think we all appreciate the speed with which all these projects are going in, because we've heard from the riding public, it's important, and as we see from the travel time reduction, it's important for the transit riders, as well, and having that platform to step down onto, and avoiding the bike-pedestrian. >> from our before and after survey, we've asked some questions about perceived safety. one of the results was an 80% increase in perceived safety and comfort. also, we've analyzed how people move between the parking stalls and the sidewalk, and if there's any conflicts between bikers coming down at the same time. so far, it's shown it's safe.

i think a great majority, almost 100%, have crossed the bike lane without any potential conflict, so that's a good sign so far. >> good. thank you. i think that as director rubke said, the idea of sort of a speed bump for cyclists as we approach these transit islands is good, especially in light of what the public commenter said about the e-bikes coming on-line, especially having used the dock . i can see that people who aren't used to riding might not realize what a head of steam they can get going on those bikes, so it's going to be another challenge for us, now, isn't it, just managing the speed of the cyclists coming into these situations, as well. i think we have cyclists speed bumps at some of the transit islands. i think i've seen them -- or

maybe a raised pedestrian crossing. >> yes, a raised pedestrian crossing. >> i know one of my goal social security to get more middle aged ladies like myself in the bike lane, and i think those protected components are going to help that, as will the ride shares and protected ride shares. also, it says 13 parking spaces removed, but we are adding loading zones. what's the feedback from the neighbors in that area been about the rejiggering of the parking? >> residents seem to be main see transit focused. a lot of them expressed their comments saying they don't use 8th street to park. there's a lot of off street parking facilities as well, located under the freeway. for businesses, most of their concerns were about parking

needs, so as a result for this project, we're proposing to add more yellow loading zone to see help facilitate the local establishments. and also, we found out that we didn't need as many green zones, and so some of the parking that we're -- some of the green zones that we're removing is going to be a regular metered parking. >> excellent. good. that's good to hear. one last comment i have -- oh, t the -- the bus stop at #8th an bryant. i'm glad we are keeping it, but moving it to the far side, and if we can add a tran sid island for that, especially as cyclists using that, it would be really nice to keep that continuity yes, director ramos. >> before we move on, i just have one more recommendation

and observation for consideration. before we have taken practice to stop the green paint not just as intersections, but also even at driveways. and in the mock ups that you folks have done on 8th between bryant and brannan looks like you've stopped the green paint for the driveways for -- looks like the mercedes benz service center or dealership, whatever that is there, and i understand that the concept of you've got the buffer zone so that a car would theoretically be able to see a bicyclist in their way, but at the same time, i'm -- i'm wondering if that takes enough precaution for a bikist that's sometimes riding or driving at speed, but might be accelerating faster than a car that would be able to make the

turn, while the car is deaccelerating to make the turn. the bicyclist is just going to proceed straight. have you thought about that conflict and won the green paint all the way through the driveway make sense as well. >> we remove parking a couple feet or about -- at least 20 feet away from a driveway to make sure there's a lot of visiblity for people coming into the driveways, also people coming out. regards to the -- having a full green treatment as driveways, the dashed green is to symbolize that cars can be there, can use it as a crossing of the bike way, as well as for people on bikes to say -- to expect a vehicle. >> yeah. >> so that's why we use those. >> so then, the mac up that you had on your communicationed and trails at least don't show a dash there. it's a blank, but you're

suggesting there would be dashes -- there could be? >> yeah. >> i think that's appropriate for everyone, to be cautious. that would be great. thank you. >> thank you. director hsu? >> thank you, madam chair. so mr. huey, the commercial loading zones, can you talk about some of the feedback that we've gotten about doing that elsewhere because that seems like one of the areas where there's the most likelihood of conflicts if vehicles park there, loading for a period of time. >> could you restate -- what do you mean by -- >> so have we gotten -- we're putting in new commercial loading zones -- do we do loading zone nz. >> yeah, yellow loading zones, and on our outreach with the local establishments? skbl so do we have any feedback on how that's gone else we are? i'm trying to visualize how

that's going to work in some of these areas, because at that point you're going to have a vehicle -- is it actually parking into the bike lane at that point? >> they all have adequate space to fit. for example, under the freeway, we have a mercedes depends dealership which frequently has car carrier trucks loading and unloading, so based on our door to door outreach and more, like, targeted, like, feedback on our design, we've made sure that the yellow loading zone is ample enough to fit a vehicle like that there. >> okay. all right. and so really, the only conflicts would be people just crossing over and having to look out for bikers and occasionally. >> like, for example, people getting into their cars and the sidewalk? >> no, not just that, but then, if you're actually unloading merchandise, right? >> yes, and we also have a buffer that will double not only as a guide to get onto the sidewalk but also enough space

to load and unload. >> okay. and we don't -- so it sounds like we haven't really gotten any concerns from merchants where we've done this elsewhere -- on #th street, right, didn't we do a couple of these there? >> we did, and we haven't heard anything negative about it. >> okay. that's good. >> thank you. thank you director hsu. mr. huey, one last question that a public commenter brought up, the coordination that mayor may not have occurred with caltrans. i know the freeway on ramps and off ramps are on the other side of the street, but is it normal that we reach out to caltrans and let them know that there are changes on the street around the on and off ramp. >> the project doesn't affect any of the times signals that would affect the traffic on and off the bridge, so for this project, we did not. >> okay. thank you.

directors, any further questions? director torres. >> so how much money are the tax fai taxpayers saving by not filling in the green on material and labor? >> anybody feel qualified to answer that question? >> i feel we've been doing this all the way. you going to take credit for saving the taxpayers some money but not filling in the green. >> oh, here comes mr. mcguire -- oh, mr. salavari. >> talked about the intersections and driveways, they're not being filled in? what's the reason for not doing it? >> well, one of the reecasons s just to make sure we're handling the right turns and bike lanes correctly, there could be some more savings not using more green, but that's

not our motivation for the design. >> so the motivation was not to save on green paint, but rather to make sure we're following the annual california vehicle -- >> both. >> we could be doing both. >> okay. do i have a motion to approve? do i have a second? all in favor, aye? thank you, mr. huey. very good presentation. all right. we will move on. >> madam chair -- [ inaudible ] >> thank you. agenda item 12. >> good afternoon, directors.

colin duffy, project manager for the ucsf project. so it is with great excitement i am here today to request the approval for the operation of the award of the contract. as everybody knows the construction has begun on the golden state warriors event center, which is located on 3rd street between south and 16th street, east of third street. apart from the events center, not only will they construct an 18,000 seat arena, but they will also develop over 500,000 square feet of office space and 100,000 of retail space. reviewing the golden state warriors event operation plan, they -- they expect to hold

super bowls, close to 500 events peryear. recognizing our existing infrastructure, and this is a photograph of the existing platform on third street at south street, which is currently 10 feet wide, 160 feet long. wasn't confide bquite big enou accommodate all of the patrons and customers that would be using our t-line system. looking to the future, this is what our future office arena will look like. it was difficultly decided that we wanted to construct a 320 feet -- foot long, 16 foot wide boarding platform, very similar to what one would see at 17th and street, 18th street platform. this is large enough to accommodate two car trains at the platforms. we also wanted to maintain the ease thettic look at the

t-line, so the shadow casters will be maintained and restored, as well as some art particular features on the platform themselves. this project will also install a midblock traffic signal that will allow patrons to board the traffic similar to what you would see at second and king. and with he talked about today, this project has crossovers. a double crossover north of the platform, and a single crossover south of the platform, allowing full election of cycle ability for our transit partners. currently, we are at the bid and award phase. with the approval today, and certification of the contract over the coming weeks, we would anticipate that notice to proceed for this project would begin in april of this year, with substantial completion by april of 2019. this would allow sufficient time for testing of the

electronic systems and basic operation of the platform. before requires completion of their arena by august 2019, and in time for the first basketball game in september-october of 2019. during this area phase of the project, we have been doing a lot of outreach to board of supervisors, to the mayor's office, and to the neighbors, predominantly ucsf and housing, housing section of ucsf. we've also met with various neighborhood associations, making them aware of the project. as we get into construction, we're going to ramp up the amount of work, and by launching websites, during mailers, having ambassadors, making everybody aware. at this time, we'd also like to introduce fiphi philip pierce,

matt brill, who's just going to cover the transit aspects of the project itself. >> great. thank you, mr. hennessey. mr. brill. >> thanks, so much, directors. matt brill, transit division. so we will be preparing both for the construction service plan during the construction of the platform itself, and in cobb currently, we're also preparing for the eventual opening of the stadium in 2019 with the new platform, 'cause it'll allow us to be much more flexible with our operations, with the crossovers that are mentioned by cajal, and will also allow us to board the roughly 4500 people that will be using muni to get to and from the stadium. so for the service plan during the construction, it will not be easy, but it's a necessary

step we're going to have to take to get this platform built. there's three phases of construction, all of which will require a motor asedation of the t-line. during the 16-day period which we do not have access to mme, we'll also have to motor rise the f-market line. as cajal mentioned, we'll be doing a lot of outreach to make sure customers are ware of the impacts, and it's designed to minimize impacts or as few customers as possible. the other component of the project that will require motorization is there's a few weekends to do prep work. we're trying to minimize as few riders as possible, so happy to answer any other questions about the service plan, should you have them. >> thank you, mr. brill. vice chair heinicke. >> yes, and i actually had a

question with the thing, too, but i'll focus on the service plan now. i see that it's fall. i take it efforts will be made to not go to a motorized t if the giants are staill plagueyi? >> yeah. assuming they don't get into the playoffs -- you'll have to talk to cajal. >> they play regular season into what -- the fall? yeah, the fall any way, and given what we've seen in arizona, yeah. >> keep that in mind. >> optimism springs. >> yeah, 'cause that would be a challenge to do both concurrently. certainly not impossible, but that's the goal is to have those larger impacts after baseball season's over. >> may i ask my two questions? >> oh, yeah. >> and currently, the start on the practical subway is when?

>> december 2019. >> and then, the final question i had related to one of the slides that you showed, i believe it was the second slide, and in that, it showed people going to the basketball game, and it also showed cars. are we planning to close the street during the exit of a warriors stadium event the same way we do at second and third and king when an event is ending at at&t park? >> yes. i do have a slide with me that shows just that. this is one that shows the events planning. let me get the overhead here. so looking north is up the page, and that's third street, so yes, the plan would be very similar to at&t park. that's 16th street, between 16th and south, it would be closed, so customers leaving the arena would come straight

onto the platform. >> really. so they can go