>> go ahead and move into your regular calendar? >> please. >> presentation by the san francisco planning department on the rail alignment and benefits study. >> this will be done by john ram. welcome. >> thank you director. good morning, directors. i'm very pleased to be here today. i'm john ram, director of the san francisco planning department. we are here to present to you the results of a 3-year planning study on the rail alignment and benefit study other wise known as the r.a.b. we are happy to be here. part of the reason for the presentation is to give you the background and results of this planning study but our renting recognize -- our recommended alignment. i just want to first tell you

that i'm joined by susan, the manager of the -- the project manager for the project as well as ron and bruce on the citizen's working group. ron is the chairman of that group and that group has been a great advisory group to us throughout this process over the last three years. so we started this study longer ago than i wish to admit. i do want to take a minute to thank the tjpa, mark and his staff for working with us very closely on this study. we had some wrinkles early on. i think that we have worked those out and i think that we are actually on the same page and have smooth sailing. i also want to thank cal train, high speed rail authority, cal trans, mtc who funded this study as well as a number of city departments including mta public works, the ta and others that have been an integral part of this study. i want to start off very quickly just by going over some slides. we realized as we were preparing this round of presentations that would be it helpful for us to

remind ourselves about why rail is important to begin with and why we think it's so important to connect the state with rail and get to the sales force transit center. these are some numbers we have put together statewide looking at growth numbers across the state and some very broad projections going into 2065. we have done these projections as part of the larger transportation planning work that we are doing with our sister agencies. we think that it's possible that there may be as much as one-third growth in employment and a 75% or -- excuse me, once growth in population as much as a 75% or so growth if -- in jobs over the next 50 years. those numbers will vary as we get closer. this is an indication of the tremendous growth that we are seeing in this state. you will see on the other slides, i won't go into all of them, the bottom line for us and is the real choice we have in the state, in the region, in the

city so the invest in rails. there's highways and airports at this point. there really is the stark choice that we have. it's important we think to remind ourself of this as we move forward. there's similar numbers. we think there's as much as a 40 p % population and job growth in the bay. you'll see that the annual average growth rate that we have predicted as looking at the numbers from the state is 57,000 new residents a year. we do think that it's critically important to start thinking about how we connect ourselves within the region and of course highways are probably the choice of last resort when we think about these connections. within the city, similar growth patterns. as much as a two-thirds growth in population and a 40% growth in employment. again, the demand on the city streets will be great

exacerbated if we don't figure out how to invest more in rail and transit. specifically this quadrant, it will get the vast most of the front. this is from mission bay to the southern boundary of the city. that's where about 75% of the city's growth is going to happen over the next 30, 40, 50 years or more and we think it's very important. this is the very corridor that we are talking about. it's critically important for us to think about this in terms of that growth, how we serve that area, how we connect those neighborhoods to the rest of the city. in in ways those neighborhoods have been cut off through infrastructure, topgraphy and so on. we want to make sure those connections are made over time. when we looked at this, it

struck us that there's three projects underway. these three projects represent $6 to $8 million in public investment. we need to get this right, think about those these. we need to get these right. the major force was the concern that the city had since the very early stages of the analysis of the alignment about the great separation and how we establish at 16th street and 7th street and so on. the initial proposal from high speed rail and cal train was to keep the trains at grade at 16th street. with the uncrease in the number of trains over time represented a serious issue for us with the am of -- amount of time the gates would have to come down on those streets. the initial proposal is to actually run the streets under the trains. where are very concerned about that idea. it's not a way to build the

city, to further disconnect or city that way. so this study was to look at how we could get the trains under the street system, run the tunnel further south and where and how would we do that. that became one of the primary reasons for looking at this system. we looked at a number of trade outs, con neckty -- connectivity and cost. i will get into that. the study itself, while the first component of the study was the most important and critical in terms of timing, did have five components because we wanted to look mo more at this area. we looked at the alignment, the configuration of the cal train rail yard to see if that could be reduced or moved to another location. we looked at urban land form and use considerations and then a potential extension based on the comment that you heard earlier

about should we, could we extend the trains outside of the transit center in the future and how would that best be accomplished. then we looked at the very controversial notion of whether i-280 should be removed or moved or modified. we are not doing that today. i'm sure many people will be happy to hear that. so to get into a little more detail on the actually alignments, we looked at three. well, we initially looked at four. the fourth being an alignment between the columns of 280 and we rejected early on because of the physical constraints. we looked at three. one is the current alignment, the green which is the future with surface rail. for purposes of analysis and the cost, what we aided to th -- add was the cost and analysis of the trenching the streets under the tracks. that's the first option. the second option is what we call the pennsylvania avenue alignment which of course is in

orange here that extends the existing proposed dtx to the south around 22nd street. the third was the mission bay alignment, which would take a different course, veer off at or just before the existing tunnels along 1st street, mission bay and then connect up onto 2nd street at a lower elevation than the current alignment. those are the three that we looked at many more detail. i'll talk about the kind of pros and cons of those in a second. secondly we looked at the rail yard itself and we made some a assumptio assumptions. if we take the trains understood ground sooner then it would allow the utility of the current rail yard. it couldn't exist in its current form. so we looked at the possibility of future development on site,

either with housing and office, open space and so on. if we looked at -- we looked at it in different ways. cal train has multiple functions. they do operations on that yard but they also do staging and storage and maintenance. we looked at the possibility of separating those functions. perhaps some of them could stay on the rail yard, some perhaps underground, some of them could be moved further south. and then the third cop -- component is what do you do with the land that is freed up. we used that aanalysis the same way we did in the transit center to see if changes the zoning allowing more development on that land could create more benefits or revenue to help support the transit system. then the fourth component, excuse me, is the potential extension. in the long run what happens if we can extend the trains outside of the transit center? which route would that take?

we looked at the possibility of looping it back around if you will. again, adding to the potential capacity as the trains can operate more efficiently and the possibility of going to the east bay as you heard, which would not only increase the capacity of the center but of course ultimately add more ridership potential if it were to connect to oakland and sacramento. finally the infamous idea of 280. that was the idea early on, as you may have seen taking out a mile of 280 or altering it. the basic question we had to ask ourselves here, would it help the transit system to do so, would 280 be effected by a preferred alignment. the bottom answer is new york city -- is no, we don't think that it's necessary to consider this at this time.

the as you know, i think as you heard, it's been in the media, we are recommending in this study is the further look on the preferred alignment of pennsylvania avenue. we think it representing -- represents -- excuse me. we think it represents a beneficial alignment to the city without the -- without the potential draw backs of the problematic grade separation has been discussed and is more beneficial than the mission bay alignments for a number of reasons. here you see the cost that we've developed. the first line, the dtx, we recognize that the current cost estimate on the table for the dtx is about $4 million. the increase in costs you see here has to do with the cost of trenching the streets under the trains as we were talking about earlier. the reason that it's so high, that additional billion dollars

is because there's substantial utility lines running through this part of town so taking those streets underground they would have to go down quite a depth, as much as 50 feet in some areas, which is actually much deeper than gary boulevard. it would be a longer tunnel, a longer trench that we'll have to consider in this situation. the second alignment the pennsylvania. of course that's our referred alignment which we believe the cost is $6 billion. that includes the potential benefit of land value recapture from the rail yard site. that's the total cost that's slightly higher than that reduced by the revenues that could be generated from the rail yard. the third cost at mission bay is much more substantial. a couple of reasons for that, it would be a very deep tunnel under mission bay. there would have to be an entirely new station somewhere in the vicinity in mission bay, probably north of the warriors

arena. because of the entirely new environmental work that would need to be done there would also be as you see a substantial delay of at least four or five years in being able to make that alignment work. so for those reasons at the staff level, and i think we have fairly broad concurrence with this, is we are recommending pennsylvania avenue for this alignment. we also thought it would be useful to kind of look at the non-quantitative benefits that we have in this study with the various options. you'll see here the issue of neighborhood connectivity, one of the interesting challenges is buzz of t-- is mission bay has never been fully connected to the rest of the city and the rest of the city has not been connected to the bay. we think that we have an opportunity to connect mission bay and the neighborhoods to the rest of the city in a very, very robust way which we think is a huge benefit.

there's safety issues when those trains are not crossing at grade. there are surface blocks that rim pack -- that are impacted. so you'll see the land use benefits. we also think that we need to really rethink with cal train the 22nd street station, which of course is a very fast growing station that represents some really physical problems in terms of access. obviously sea level rise, trenching streets in an area that could have sea level rise is not a great idea. that's why pennsylvania is the best way to go. you will see a schedule. i will stay on the pennsylvania alignment. we think that we can separated from the current alignment and it has if you will independent utility from a standpoint so that tjpi could move forward with a nice phase of work on the dtx and without any delays.

it could happen, it could move forward while we are doing the needed engs ending -- the engineering and environmental work. the dtx could open on the same proposed schedule and while we are work on the other aspects of pennsylvania. just quickly, the next steps. we've had a series of meetings the last few weeks. last week we had a large public meeting. i think we had 70 or 80 people come. we've been going to boards and commissions. we've presented to the ta board. our hope is that within the next board or depending on the board and mayor's preference by september we would have a joint resolution between the mayor and the board of supervisors acknowledging their alignment as the city's preferred approach to this alignment. we hope to happen in july with the new mayor coming in and

getting her feet wet we need to give her the opportunity to get more up to speed on this. i wouldn't be surprised if it gets delayed until september but our hope is to make that happen within the next few months. and i just wanted to -- we wanted the let you know here that the other aspect of all of this work is how much it ties into everything else that's going on in the region with respect to transportation planning right now. there are multiple, multiple agencies working on a number of different transportation analysis right now. the goal here is to make sure is that we are all connected, all on the same page. cal train has their business plan. cal train and high speed rail are doing their joint operations study that will have major effect on how we look at this alignment over time. your work at the tjpa is important as we move forward here. the city is doing a number of things. we received a grant with mta to look at the 22nd street alignment. as was mentioned earlier, bart

was looking at a cross bay analysis to look at connections to the east bay. all of these things are happening at the same time right now. we need to be coordinated. we are working on systems for coordinating our efforts and making sure that we are on the same page as we move forward. thank you for your time. thank you for your attention. i really appreciate it. i'd be happy to answer any questions. if i might, i'll offer the podium for a minute to ron who is the chair of the citizens working group who would like to make a few comments as well. thank you. >> thank you, john. >> thank you, john. director, good to sue you again. it's my pleasure and privilege to chair the citizens working group. particularly applieied because was around and active in the

beginnings of bart. to be around and active in a new generation of transit that expands beyond san francisco and the bay area to the rest of the state is a true pleasure. the working group started in 2016. about 22 people involved not only in the neighborhoods that are going to be effected by this but in transit and other areas of the city. very active within the committee. once we had our public meeting a few weeks back that genre -- john referred to we started with the engineers department who has done most of the technical work with that, we started the take the show on the road. we have been two public agencies to, neighborhood groups, to interested groups. it's my

pleasure to report back that the unanimous decision of the committee itself has been echoed when we've taken the show out. a lot of questions. that's to be expected. it's appreciated. some suggestions -- those are appreciated. this is still in its infancy so to speak. no negativity. we have encountered none whatsoever in the public at the time. i was pleased to see that at least the dtx has a little more funding. we know that is the story going ahead with anything of this size. you come a long way with the new sales force transit center and funding has always been a question there as well. the fact that you are able to accomplish that funding and move it ahead and will now open shortly encourages me that this

project will also be able to move ahead in the same manner. so i thank you very much for your acceptance i hope to the pennsylvania alignment. it's the logical way to go. it will work. thank you. >> thank you, ron, for your comments. questions from the board to the planning department? >> i just have a comment. excellent presentation. it really was good, don. i just have a concern that as you say, it's obvious that everything has to be coordinated. that is not just at the end but at the beginning. we have our own money and our own ideas about going from us back. right? >> uh-huh. >> and i just don't know what input or concern there's going to be. is that the planning that should be done over all?

i mean, ideally you would have somebody that would be in charge of the whole thing. we have to figure out this thing first. this is really the driving point. let's do that. let's engineer that and plan that. we are going go ahead with our -- we are on schedule to plan away. plan and engineer away. if that is not the smartest thing to do holistically i don't know what you can do about it. that's a concern of mine. >> i can appreciate that, director. i do think -- you know, i think that we have the agreement and you can see it on this line that the next phase of the tunnel, whether it's dtx or pennsylvania would be conducted by the tjpa, not by us. we did our part in the planning and land use considerinations. it's now time to hand that over. you're raising a broader issue, all this work has to be coordinated. we don't have a single entity so it's incumbent to get our act

together and are in contact communication with each other and i completely agree with you. it's not easy since there's so many entities involved but i think it's the really important thing to do. >> to the chair, thank you, dr. ram, for this work. it's been a lot of planning and it opens up a new era of everybody more planning. it's really exciting the see all the partners who have been at the table with you as you've done this study over the last few years. we are heading into another plan in the area update. i really appreciate it director, your conversation and coordination with mtc, with fta support to hopefully have a new start application to be considered and move forward to then complete for available state and regional and even federal hopefully funding in the future. thank you. >> thank you. >> thank you for the presentation. >> thank you, director. >> very enlightening. >> you have two members of the public that wanted to comment.

we have patrick followed by mr. labrun. >> jim patrick, patrick and company. one of the things in this alignment is that has not been looked although the 4th and king street station. we made the assumption that that's the best place. i'm suggesting that might not be true. maybe that should be at 7th and king up around in a different direction. it appeals to a greater number of people, it's closer to a marketplace. number two, it's less expensive because it would be part of the tunnel system and 4th and king would be the cut and cover system. number three is we could capture the notion of the is mushmus.

the emission ismus i think it's called that goes to the ball park. we create a left and right bank walk right down to the ball park there. it sits in a lot better, it's a better design, it's cheaper and i think it makes more sense. we've just sort of said, well, of course we are going to put it there and we haven't asked the question is it a good idea. thank you. >> next. >> thank you, directors and mr. patrick for the perfect segway. that's what i want to cover. before i go there i want to make a couple of comments. the final has never been posted.

if you go on the website it's a december 2015 draft. that's what is out there. we don't know whether the fta has received the 110 command letters including mine that raised some serious issues with illegal mandates. the first one was 2003 which basically mandated some kind of study of an east bay alignment. that's one. the other one was the train, the $400 million for. one of the conditions there was that the platform was being curved instead of being straight. it's also an requirement that there's a minimum length of 200 meters. where did that go? so, you know -- okay. i'll be quite frank. i dug up an old e-mail of mine dated december 4th, 2012.

that's the first time they made pennsylvania avenue public. now the time has come to merge these two projects together. when you do this, first of all you're going to discover the opportunity mr. patrick made that we can now relocate the station completely eliminate all the impact on townson. we relocate that station basically it's going to be a 7th and king station. that's what it is. that the point we can merge 22nd and 4th and king into a single central station. so ucf s, at&t and the arena and everything else and the m and the t lines. then we are got to start thinking, well, what's next. why is the first, which is millions of dollars and why is the second tunnel also 1.3 miles?

it's $5.1 billion. why? if you use the same construction technique to go from i guess 22nd to 7th and from 7th to 4th and king we have now got two tunnels total. we now are saving $4 billion. what would you do with $4 billion? i think we will have business as usual. what if e -- elon musk or someone else coming along? what could we do with $4 billion in the bay area. >> that concludes members of the comment that wanted to comment. your next item? >> yes, please. >> item 12, to approve the fy2018-19 budget.

>> good morning, directors. sara. the capital budget and operating budget for the upcoming fiscal year before you. the capital budget is largely unchanged since the presentation of the draft, the main difference is a slight increase, $165 million to $169 million and that's all for phase 2 work, the environmental work that dr. ram was just discussing for the pennsylvania alignment. that is planned to be -- the difference in the budget is shown as funded with a prop k allocation which director chang and her staff will be bringing next month or later this summer. the operating budget, we did consider the board's feedback and are bringing a reduced budget to you. we presented two proposals last month, $40 million that included a contribution to the operating and maintenance reserve and $35

million without a con try -- contribution to the reserve. marta and the lincoln team was able to reduce the property management numbers so there's a net reduction of $1.7 million on the operating cost side. we looked at other transit operating agencies. the lowest that we found, golden gate bridge district has a goal of funding and operating reserve at 7.5% of their operating budget. you certainly wouldn't recommend making changes to our policy, our over all policy of having a goal of 25%. understanding the difficulties that the primary tenants face, that's the amount that we have put in the operating budget before you. so we propose to you the 75% -- actually, a little more than 75%

of the existing reserve about $6.9 million. that cuts the contributions that would be necessary from ac transit and san francisco mta approximately in half from that $35 million budget that we showed you last month. it would be about $2.8 million for ac transit, not included contributions or lease payments they will get back. i have a slide that demonstrates that. so the existing $8.9 million reserves is the delta between revenues and expenses of $11 million. using almost $7 million of the reserve and opera operator contributions. the reserve balance at the end of the year would be $2 million. i do -- next slide.

attachments, i do want to be clear that using reserves this year does simply push out until next year a higher contribution. this gives us a year to plan but they are significantly higher next year if there are no other changes. if there are not huge jumps in revenue or large cuts in expenses which i'm not sure why we would see either of those in the first or second year. we can hope to fast track somehow. i wanted to touch briefly also on our m3. regional measure 3 does include operating funds. unfortunately they do not flow the way our regional measure 2 operating grant does.

there will be over next year. the rm3 is 16% of total bridge total collected for operations and within that 8% for the transit center. so mtc staff has provided some calculations and asked that we not include them in our budget at this time but their estimate is 812,000 could be available next fiscal year. if that is in fact available starting after january 1st that could be used to add to the reserve, to your ending reserve balance so that would be $2.8 million or to further reduce operator contribution. with that i'm happy to answer any questions. >> do we have any sb1 money coming in? theoretical theoretically. >> we would like to apply but that would be capital. >> but there's nothing that is

in the bill that gives us anything for phase 2, capital. >> capital. >> it's just an open ended fund that we can apply for. i got it. it need not be considered here. >> we applied and we were not successful. if you don't have anymore questions for sara i do want to emphasize that by using our reserve this year we are at risk for next year and the year after as the operator and that's for obligations. sara promised she could come back and remind us all next year. >> i want to thank you for taking into cannaccount the feek from the last meeting and for all of your work here. i think this is the right

approach. >> [roll call] >> item 12 approved. call your next item? >> yes, please. >> item 13. >> i'm going to recuse myself from this item. i'm going to step away in an abundance of caution and just go sit in the back and do e-mails until the closed items are taken care of. >> thank you.

>> we also have a closed session later on that we can respond to questions. >> okay. >> no questions? a first? >> approval. >> a first and a second. vice chair, recusin recusing hi. >> [roll call] >> the item is approved sglchs -- approved. >> call the next item. >> item number 14 presentation of the digital sign. program by pearl media. >> pearl media is in challenge of the platform led by lincoln. this is an exciting

presentation. >> good morning. thank you directors for your time today. my name is joshua cone -- joshua cohn. it's been a long time coming. we are even more excited to see those screens on dennis's presentation coming alive and being installed. we are the promotional partner. we are in charge of developing, deploying e cuting all band engagements throughout the center. we are extremely bullish that upon a steady state which means

retail being open and all infrastructure in place that the sales force transit center will be an opportunity for advertisers to engage with this community. when we look at -- is this working? okay. so when we look at venues and we work with various venues there's four three attributes that we dive into. number one is the consumer experience. this is a screen in one of our venues in downtown manhattan. the consumer experience is all about creating the juourney for the consumer. it's about creating an exciting atmosphere and being present while not being present. the idea here is not to turn the center into time square but to provide an opportunity to communicate to consumers while providing an opportunity for brands to engage that. you'll see that we've done this here with very pleasing signs in chelsea market. we look for premium end v --

inventory. our inventory needs to match up. this is an example of a piece of inventory we just installed about brookville place that's a very high end retail center in downtown manhattan. this is a 32 by 13 screen that sits above a luxury corridor and great advertiser, american express. next another opportunity that i want to share with you is cutting edge technology. one of the reasons that i believe that we are here is because of our vast knowledge of technology. not just in screens and hardware but understanding how we communicate technology to consumers. how we communicate their journey and ultimately create brand engagement, which at the end of the day or job is to montize these assets through brands.

here's an opportunity. here's something that we did in san francisco. we did this across the country. this is for the -- tequila. we work with local art owe -- art coalitions and ask them to create their vision of what is perfect, which at the time was the tagline. at the end of the campaign we gathered all the art pieces and auctioned that back. all revenue went back to the local art coalitions. we raised over $25,000. we believe and through the work that we've seen and what is happening at the center that the sales force transit center will become a hub for great events and activation. not just with national brands but with local attractions, f l community events to engage the community in one of the most dynamic and exciting communities in the entire country.

what i'm going to do is now is pass the mic to some of my other colleagues because i think it's very important to learn of the work that we've been doing over the past year to independetegra this information, this technology, these screens. i'm going to talk about the t technical expertise and how we plan on moving forward and how we plan on optimizing these assets through revenue generating opportunities and how we are going to ramp that revenue up as the center becomes more populated. so without further adieu i want to introduce our senior vice president of production, dan. >> good morning, chair. good morning, directors. excited to be here presenting to you this morning. as josh mentioned i'm daniel odom, the senior vice president of production at peer -- pearl media. we are responsible for the kaek

-- technical expertise and the voice calls. we are on the ground working in the kiosks making sure that the pieces you have purchased are coming together in the way that we can best optimize them. the first and most important thing i think we are doing is bringing transit into the digital age. using full color high resolution and we are enhancing the transit experience. that's the most important thing, to enhance the experience of the entire center. as you can imagine, this is no easy feet. we get information from many and multiple and various sources. mainly and first the most important the transit operators. we have been spending a lot of time on our tuesday meetings with the transit operators. every tuesday for the last eight or nine months determining what is the most important information to share with the consumers and the riders. how we are getting that information, where the information is coming from and who needs to see it. we are also working closely with our partners at 511 and mtc to

make sure that we are using the right creative visualization has been worked on so hard to make sure that it's the right color scheme and communicating the right information. also with our partners at colliers to make sure that we are talking about new tenants, new restaurants, new events that we want to introduce the public to. we are working with third party advertisers to bring ads. we take all of this information and we integrate into our content management system or our cms. that cms schedules, koe lates and then displaying that information as a massive digital system. i want to point out that there's a direct line to the emergency system. that direct line is there because the emergency messaging system at any point in time can take over a portion or the entire digital infrastructure to communicate emergency messaging, both to our consumers, tenants and anybody passing through the

building. so we are working closely with sydney's team and the g4s team to make sure the emergency system has that prioripriority. these are a couple of examples of the transit information that we have been working on. the one on the left is an sm1. this is the 2 by 2 screen. this is four screens. the go left screens are currently showing the information, electric transit information. that's at the temporary terminal. we've been working with the 511 team. the red created and the green yette created, this is what we are displaying. these are real demos. these are samples that we are working with today. i want to point out a couple of important things about these examples. the top section is alerts, that's communicating realtime television -- information to

our consumers. the middle section is scheduled departures. we are talking about the transit they are awaiting for. the bottom section is more evergreen information, routes, fairs, schedules, things like that. it's very important information, more evergreen information. the reason why i think this is fan it's i can is because our transit operators, our organizations have come together to agree to this format so there's continuity in the center, so our riders, whether they are going to any of the other lines have the same order of communication as a continuity and creative throughout the center. this is really important. we've been working months with your teams too get here and they have been doing an outstanding job working with us. >> can i ask a question about those? >> sure. >> with the exception of a very small logo on the bottom of the ac transit there's nothing that identifies the operator. >> sir, so these -- the one that is green is on the bus deck

level specifically. this screen that you will see is the main screen. there's a screen above that calls out the operators so all of the bus deck pylons will have operator screens. on the bus plaza level is a vinyl graphic. so we are doing that indication on the very top of the pylon. another way we are enhancing the consumer experience is creating an interactive way finding system. there are approximately 40 screens throughout the center that are touch activated. this will run transit and advertising information. when a consumer walks up and touches that screen it will be like launching an app or visiting an internet browser. it will drive me to a page that will give me information about all of the upcoming e -- vents. the transit button would take me to a list of current transit providers.

i have an ability to drill down into that information to find out more about fares, schedule information and any other details that the transit operators would like to provide. we are opening a section in here that we are calling about the center. i really like this section. it's the third piece that you see here, center information. we have the ability to talk about the past, the last 10 or more years that we have been working on this program, the present where we are today and the future, the next 10 years and where the center is going. this is an opportunity for us to communicate that future forward image to the consumers who are passing through the center on a daily basis. as i said, this is a massive system. it's 27 4 digital screens and that does not include the 99 screen video wall. it's literally end to end to give advertising to commuters. there's 100 total placements or units and 115 of those placements are available for revenue generating advertising which is the third tier that you

saw in the first slide. i'll bring up my colleague to speak about it more. >> if i could just interject. does the san francisco sign ordnance apply to us? my lawyer is about to answer me. >> the tjpa as an independent public entity authorized by state law with the design management and operation of the transit center is not bound to comply with the land use regulations of the city and county of san francisco and then the less the tjpa is coordinated with the city all along to make sure that the city determines that our sign age effort was consistent with the city's vision for signage. >> just checking. >> thank you, daniel. i'm anthony, the chief revenue

officer of pearl media. i'm going to talk about generating revenue and some activity. you will see in our portfolio about how we do, how we create inclusive activity that's free to the public and brand supported. the foundation of the revenue generated at the center is steep in this digital media platform that daniel just spoke about. we are going to generate ads through a variety of formats as big as the grand hall display board down to all the kiosks and pylons. this is a great example of how this content and ad will o cocoa -- coexist. those can swap as needed. we also have a pretty deep

portfolio in brand activation. that things that create energy and fun engagement for people visiting the center. you can see on the top left that's samsung. we helped to turn the high line into a walking aquarium through projection. daniel and his team actually pulled off one of the first ever out door live holographic projections. down on the bottom right you will see her shey's activation into that media platform. throughout the center we've identified a few areas where these activations can take place. in the grand hall, work being our partners at brv on some areas around the park. we will charge daily and weekly fees. speaking of the rv, we are working very closely about their programming.

they are doing a tremendous amount of work and we are giving brands the opportunities to subsidize some of that program. the other thing we are doing is talking to a variety of brands across a variety of categories to create a more comprehensive and constant presence throughout the center during a year or multiple years. that incorporates a lot of these touch points and digs in. helps us lets brands step into the center, engage with the people, generate revenue and generate the type of activity that's going to enhance the consumer experience. this gives you a sense of the revenue. it's going to start in q4 this year, be mostly media and then some of the more integrated solutions will start to ramp up into next year. you'll see our revenue grow for the next couple of years into 2021 where we believe we will be

at a study state of saturation and it will grow from there. these are some of the timelines that get you from where we are today to what we just spoke about. >> i just want to address the board. for two of these timelines here, i wanted to note the reason they are listed as on going, those are on going because we see these as building relationships. this transit center will be evolving the way the commuters move through the center will constantly be evolving. so we do not believe that it's something that will stop. it will likely continue throughout our relationship at the center. the same goes with cms testing and optimization. there are always ways to optimize it and understand if there are certain deficiencies or ways that we can optimize the cms. so these two things will be

something that we are constantly maintaining and moving forward with. >> any questions for the board? >> thank you for the presentation. it was great. i had a question about the ada features or design considerations. will there be for visually and hearing impaired interacting usage of these signs or static for some of those folks? >> we have been -- we are working on the push to talk functionality for the hearing impaired. based on our interactive finding way systems we use an ada compliant structure. when you touch the wheelly man all of your controls drop to the bottom of the screen so any meal chair assisted consumers can --

wheelchair assisted consumers can use it. >> thank you so much. >> thank you. >> okay. that does conclude your regular calendar for now and at this time you are scheduled to go into closed session. i believe kim -- tim patrick wanted to comment on item 18. you're good? you good? >> okay. so members of the public have an opportunity to address you on items scheduled in closed session. we have none so we can clear the room. >> i will be recusining myselfn closed session from items number 18 and 19 because i didn't get a chance to do my

>> all right the tjpa board is back in session. and there is nothing to report from closed session. the meeting is now adjourned. >> the meeting is now closed.

was asked to do is water system improvement program and one thing i looked at is about the 4.8 billion dollars wurthd of work and a lot of the work was regional. we looked at how can we make sure that we provide opportunities for san franciscan's and people in the region and so we looked at ways we can expand our local san francisco lb program. so, we thought about it and worked with general manager at the time to form an advizry committee to talk about how to include local businesses in the region. >> i was on the first committee back about 10 years ago and the

job changed over time. in the beginning, we just wanted people to know about it. we wanted to attract contractors to come into the system which is a bidding system and bid on some of these projects. our second job was to help the sfpuc to try to make themselves more user frndly. >> i like that they go out of their way, have contractors trying to teach and outreach to small businesses and lots of creative ways. help the community as well. there is so much infrastructure going on and repair, new construction that i think is helping to get construction back on its feet. >> my faiv rlt part of the committee has been that we have played a opportunity for many

small businesses. [inaudible] women owned business to come in and [inaudible] sfpuc. it is a great opportunity because some are so small they have been able to grow their companies and move up and bid other projects with the sfpuc. >> everyone i was talking about with any contractor [inaudible] and super markets and things like that and i realize the transition was on the sfpuc. he got that first job and knows about the paperwork qu schedule and still works on this type of job, but he works with general contractors that also did other things. pretty soon it is like he did that one and that one.

it completely changed his business. >> my name is nancy [inaudible] the office manager and bid coordinator for [inaudible] construction. worked on 10 plus puc, lbe contracts. today we are doing site maintenance on the [inaudible] chr site and currently the gentlemen behind me are working on every moving and basic specs of plants. in order to be success you need to work hard, bid low and keep a look at the sfpuc website for future bidding opportunity. >> this is a successful program because it provides opportunities to regional communities that might not have opportunities to work for large scale projects. the sfpuc is a fortunate agency we have a lot of capital program that span

over 7 counties who also to see how some businesses like [inaudible] and bio mass started as small micro businesses grow and expand and stay in the program and work on several projects before they graduate from the program. that is what warms my heart. >> my name is college willkerson, the principle for bio mass. bio mass has been in business since 2006. 3 partners. small businesses fill a niche but apply and being a part of the program helped us be more visible and show the city and county of san francisco we can also perform services. >> this program had tremendous impact to the region. in fact,

the time we rolled the program out was during the recession. this has h a major positive impact and certified over 150 firms in the rejen and collectively awarded $50 million in contracts, and because of the lbe certification it open many opportunities to work with sfpuc. and, i significantly helped the business. it is one of the major contributors to our success. >> supervisor cohen: good morning, ladies and gentlemen. good morning, i love the fact that everyone's excited. i heard all this