qualified through some sort of a process could be here and park and live unmolested. we did not pursue that much farther because it was quite complex. it's not that it's an unworthy idea, but just as a mid level clerk untrained planner, i find whoa, this is really not only complex but takes you to a place of literally evaluating people and we need to be careful. this agency has a resident permit parking program for instance, that's a precedent. the qualification for a permit is very clear and even at that there are arguments among people where i should get a permit and four permits and that. that simple permit program is already really challenging to figure out how to administer equity. >> that cuts to it. i want us to get to a point on this policy where we can go ex ahead and take a vote on this.

it sounds like, although i appreciate the after to take it and work on it again, i think that what i am feeling from this board is we are close. we can get this to a point where we can take a vote on this. from what i am hearing, what language or amendments director -- >> i'm not prepared to vote on this. i think the directors' suggestion was appropriate. >> ok. well let's see again if we can get an amendment and ge get it p to a point where we can vote on it. am i hearing from other directors, do people want to try and take a vote on this or send it back? >> i wasn't going to vote for it today because of the lack of changes. if you want to move forward i'm not going to vote for it as it is. >> it sounds like we do need to send this back to have a little more work and get it to be

amended. mr. thornily, do you feel you've heard enough from us to get a sense of what it is we're looking for to round this policy out and bring it back again? >> i believe i do. my colleagues in the bleachers are paying attention. >> i will say since it was maybe the one sort of point where maybe there was disagreement, what director borden said at the end that one of the considerations is the concentration of vehicles, that's fine. it's a great way to deal with it. obviously greater concentration needs greenser need. there are other factors and i think the way that she proposed it is i would be happy with that. >> excellent, thank you. >> understood. >> thank you all for a very robust discussion and thank you members of the public. and now i believe -- >> we're going to go back to

item 10.2a. >> i'm sorry, on item 11, do we need a motion to continue? no? >> i don't think so. >> we'll just bring it back when we think we have something that is ready. >> i suppose that raises the question of -- you know, i know my next bus system is going to take a while but i assume this isn't going to take very long. >> no. >> not at all. i think we can bring this back to you as quickly as the process supports. i think you meet again first tuesday in december. that may be too soon in terms of the wheels. we'll bring it back to you at the soonest mechanical opportunity. >> thank you. >> i would ask you check in, the director said that we're two weeks away and i don't know if he meant to say two weeks away from some announcements around other interventions so it would be great if he does that we can have that back or he could even come talk about that. >> that's an excellent point. what we bring back to you will

be fully formed by what we learned from jeff and his team. thank you. >> thank you. >> great. thank you, very much. >> clerk: going to 10.2a. which has to do with establishing an over size vehicle restriction on dewolf street. >> let's go ahead and go directly to public comment on this one. >> anne worth followed by melody. >> thank you. well it's kind of going back to the same problem. if you push people where do they go? when there's an answer to that then you can push people. that's about it. >> thank you. next speaker, please. >> melody followed by flow kelly and kelly cut ler. those are the last three people.

>> could you please go ahead of melody. >> ms. cutler. >> hi, my name is kelly cutler with the coalition again. so, with banding new streets, i don't think that we're at that point yet. also we have been with a couple of the supervisors we've been meeting, looking at safe parking and actually finding alternatives. this is jumping ahead of the game before we're at that point. there haven't been alternatives yet. let me see what else i missed and i forgot in the last comment i gave. also with having like a community engagement process, we were having a working group for a while. and that has stopped.

we really didn't -- nothing came out of that. the thing with the permit program, the issues was the city had nothing to offer. so why get this permit because there is really no motivation or reason because other than people wouldn't get harassed for sleeping in their vehicles, and that was about it. that's where we got to a point of not moving forward. i think that's about it. i'm distracted because we're running a campaign right now and this is the election day. [laughter] >> i can't believe i'm here right now and i've been on my phone and so i'm looking forward to getting back there because everyone is texting me. >> thank you, very much. >> next speaker, please. >> ok.

so, my name is melody and i'm just going to ask you to please do not do this because where will these people go? it's unfair of the sfmta to shut down streets with no alternative and please don't do this and every time you shut down streets where vehicle dwellers park it escalates the problem to those who have no city sanctioned exit from homelessness. and the streets stress and sleep deprivation escalates with every street you shut down. it does matter that i am not making a mess or discarding debris, and not doing drugs and not leaving dirty needles everywhere, this punishes me as if i am doing those things and

my mere existence is breaking the law and those signs will be telling me i don't have the right to exist. it is my responsibility, i'm not the cause of my homelessness. again, since 2009, i am asking the board of directors to please for a safe place to park because without your help and support i can't overcome my circumstances and thus i am a scapegoat of societial hip cock ra se hypocrm stripped by resources to do so so thank you so much for your time. >> thank you, melody. next speaker, please. >> flow kelly. >> she passed. >> madam chair that's the last person who turned in a speak are card. >> do i have anymore public comment? seeing none public comment is closed. directors. >> this feels like we're putting the cart ahead of the horse now but what is your pleasure? >> i'm not going to vote for it.

they had not done any work on dewolf and in light of everything we've been considering, i think it warrants that that kind of report to determine whether or not we want to move forward. if we want to do that that's fine. we do have it. for me i'm not ready. >> i will voice the opposite opinion. having given all compliment and respect to my friend over there already today. i feel ok about it. as i said before, i don't think it's fair to force the neighbors on dewolf street to wait and be held hostage while we come up with a city wide solution. other neighborhoods, other streets have received this accommodation when they have presented it and when our staff has approved it and i think that street and those residents are entitled to the same and equitable treatment here. so i will favor this. i will also note that i think we are considering this request in

a very different context than we considered it at the last meeting. we now have a positive and hopeful framework for how we will deal with these requests going forward. i have every confidence to director borden's concern that our staff will do that here to the extent it will work with our partners and other city agencies to do that. i feel -- i was ready to vote for this last time and i feel better about voting for it this time and i do again extend my thanks to my colleagues who forced an issue and put us in a better place here today. >> is that a motion? >> that is. >> second. >> i will just add, i agree with vice-chair. i absolutely feel more comfortable about this entire situation after the previous presentation. i find that i actually will support this. let's go ahead. we have a motion and a second. let's go ahead. >> can i comment. >> absolutely, please. >> so just as a process point,

we just had a very robust discussion about the policy that we're going to put in place to review these kinds of requests. and then we just all agreed there's a missing step in the process of getting to the final step of an actual restriction. that missing step is the department of homeless and support of housing intervention that director boredden has referred to. we all just agreed that step is missing. we heard from the director of the department of housing and supportive services those kinds of more humane, thoughtful interventions have not even had a chance to fail. they've not yet been explored. to me, i firmly agree with you, it's putting the card before the horse if we have agreed on a direction of the policy and we haven't taken those earlier steps to go to the last restriction. and i would want to echo something i heard in the audience, someone said it's a human problem but we're not meeting with a human solution we're trying to meet it with a

curb management solution. right now rather than meeting it with a human solution which i feel would be more intervention from the department of housing and supportive services homelessness. >> thank you. >> i agree with everything she just said. >> just a very quick question. if we do approve this, what is the lead time on this? will it give the department enough time to do outreach on de wolf? i actually do feel like what has delayed us in approving the previous policy was really the way we had written that policy to encompass all of that? with you discuss de wolf should it be passed? >> yes, thank you, madam chair. from the moment that we say we ought to do something here to the time the signs can go up can be three or four more months. if this board a proves this, the

next step would be after the secretary signs the resolution i would write-up a work order and send it to our sign shop and they would get to it among their other work. given the time of year, it might be a week or two or three. of course, at staff discretion, and direction from the board we can say hang on. don't put up the signs for a month or two. >> that sounds like the way we would like to go. not proceed until we made sure there's been some outreach. >> if i can clarify. i meant to articulate this before. i did talk to jeff about this specific issue yesterday. i think he felt that we might know more and if that meant the policy maybe could be better by incorporating more and we heard a lot from the board today, i think it's not a rush for that. he was -- he felt if there's a imminent situation, i don't mean

to speak for him but we did have this conversation yesterday, that he wouldn't suggest that the board not take action. because it would be done. this is about, we will not move forward with this until they have had the full opportunity to have their process run its course, however long that takes. i meant to say that before. if that wasn't clear i want to say that absolutely clearly if the board takes his action, we will not move forward until they've been able to have their process run their course. >> how will we know if the process has run its course? how long do we know how long it will take? >> we'll be working with them through the hsoc to make sure there's no action by the m.t.a. until the dfhs and the other city agencies have done the human part first. >> great. anymore comments or i'm going to

go ahead and go to a roll call vote. >> can we do a roll call vote? [ roll call vote ] four in support and three opposed. the motion passes. >> thank you, very much. i appreciate everyone's focus on this and i am confident that this will progress forward in what did we call it, in a flexible and compassionate approach. having done that let's move on. >> clerk: can we take a short break. >> let's take a break, a five-minute break. everybody back here

>> good afternoon, chair brinkman. my name is cameron beck. i'm an engineer in the livable street section and the project manager for the towns send corridor improvement project. i'm happy to be speaking to you today on a proposal to improve conditions on townshend street in the south of market neighborhood. the townshend project area is highlighted in yellow on this map. it's between third street and eighth street. there are two blocks between third and fifth street on the high injury me network. we're making safety segment in the network. the project goals are pretty

typical, for any street safety project, but townshend street itself is anything but typical. looking at the photo on this slide, can you spot the bike lane. they installed bike lanes on townshend street in 2010, that was just eight years ago. today they see 2,000 bike riders. caltrans station access prioritize access by public transit, walking and biking over access by private autos. and in caltrans 2016 survey, of the fourth and king station they saw 70% of the passengers accessing through these active mows. sfmta runs bus routes connecting customers to cal trains. this is the beginning and ending of six of our muni routes. so townshend serves an important

role of storing these buses between runs and allowing our operators much needed break time. and since the bike share system was first launched in the bay area, the cal train bike share stations have been the three most top used station in the system and that is still true today even as the system has expanded across san francisco out to the east bay. even with all the activity in use, if you go 200 feet beyond the end trance to the caltrains station the sidewalk ends. the photo on the west shows the south side of townshend street without sidewalks between the station and seventh street. gaps exist in the sidewalk on the north side as well but as buildings remodel or develop they fill in these gaps. top-right photo shows passenger loading activity happening in a bus zone. this block of townshend street between fourth and fifth is our highest parking citation locate of anywhere in the city.

since we will suggest the report i wanted to apply their research, hopefully without stealing any of their thunder. from their online interactive mapping tool between 2010 and 2016, 95% is contributed to t.n.c.s. given this activity and use as well as all of the different muni terminal zones and muni activities, we partnered very closely with muni service planning and our transit engineering staff to shuffle some loading zones and bus zones to reduce transit commissions and berman age the loading activities. with the roadway configuration changes between fourth and fifth street, we needed to make some main or changes. the 47 van ness and the 83x mid market express that stop and lay over on the north side of townshend street will be rerouted to the buses can stop

and lay over on the proposed block-long sidewalk and loading island as shown in this rendering. so this is the most unique feature of this project. and between fourth and fifth street there's a block-long raised sidewalk island. this concrete island will protect the bike way which will run along the fence line while providing a place for pick ups and drop offs to happen. there's a extension of this island expanding the wid ith allowing for faster muni space. all of the travel lanes will be shifted north to accommodate the bike way and sidewalk island so all the of the parking and loading on the north side of the block will be removed. in its place a post protected bike way will be built for the westbound direction. we are adding new passenger loading zones around the area to disburse the loading activity. new passenger loading zones will be on the west side of fourth

street between townshend and king at front door of cal train as well as on the north side of townshend between fourth to capture drivers arriving from that direction. on the south side of the townshend between fifth and seventh streets, the street level pedestrian space and bike way will be protected by a row of parked cars. we will be converting the back parking that exists today on these blocks to parallel. we've heard from people about the terrible pavement quality on townshend and how rough the ride is when you are riding the bike on the roadway. we're having targeted repaved areas to provide a smoother walk and ride. in addition, the project will provide protected bikeways on some segments like you have seen before on seventh and eighth streets. from our first tabling event at caltrain we have working with too many agencies to name. divisions inside and outside of

sfmta because there is so much happening on the street. all has helped inform the design before you today. in july we heard from hundreds of members of the public as well as district six supervisor jane kim supporting making quick changes to improve safety on townshend street. we will construct the project starting with the first segment between fifth and seventh streets this month including repaving and restriping the new roadway configuration and protective bikeways. we'll work on the major changes again third and fifth streets in the gnaw year that will be extensive coordination with caltrain, money' and all the other transportation providers as we build out the new sidewalk island and the last segment between seventh and eighth streets. thank you very much. >> thank you, very much. i'm going to go directly to public comment because people

have been patient and they've been here for a while. if can hif we can go. good afternoon. senior community organizer at the san francisco bike coalition. the outrage we've been hearing over the past few months about the condition of townshend is nothing new. in 2008, the sf chronicle said, referring to townshend, that a city street without a sidewalk is like a apartment without a refrigerator. that outrage turns to the lack of bike lanes. cameron mentioned in 2010 it was following the lifting of the bike injunction, we did stripe the first new bike lane of this

decade on townshend. i have a photo here if we can switch it to the overhead. this is -- actually, striping the bike lane. since gavin striped the bike lane himself, at least a foot segment of it, we've seen an explosion in the number of people biking as well as an explosion in the number of t.n.c.s. today, thousands of numbers are staggering i'm hearing from cameron. thousands of people bike daily on townshend and they contend with some of the worst and most dangerous conditions on our bicycle network. that same paint laid in o 2010 is the only thing keeping us from ubers and a fleet of large buses out of the bike lane and it does a terrible job at it. people are in danger everyday. supervisor kim referenced the 43

bike collisions in the past year so i'm very excited to be here in support of something that will keep bicycle riders safe and that is protected from eighth to caltrain. our members, the folks of people by the bike lane and mayor london breed have made this turn around on townshend possible. approve this project today and let's get it in the ground bit end of the year. >> thank you. >> good afternoon. i'm an avid psyche list in san francisco. i pr protected lanes are a grea. there's something missing and that is intersections. there's no treatment on these intersections. there is one traffic signal. traffic signals for psyche lists are good but that is the most expensive, difficult treatment to install. we see no paint on any of these and it's crazy that sfmta's

policy is to paint dash bike lanes through driveways, and major intersection to do nothing. imagine if we did that to sidewalks and every driveway you had a crosswalk and every alleyway you had a parallel crosswalk and major intersections were not marked. we need to do this. we brought this up and sfmta staff drag their feet. if you look at townshend circle, it was part of that was planned to have it protected bike lane as part of eighth street and staff came back and said we need to analyze that more and we'll bring it ahead as part of the townshend project. that is just very dangerous, difficult intersection. we do have a protected intersection about two blocks away from here. at division ninth street. there's been no public studies done of that. we don't know how it's performing or if it's safer than the actual signal light intersections. new york city d.o.t. has done a good analysis and says the signalized intersection is not necessary any safer.

we also have no red light cameras in san francisco that have been installed since vision zero. as you know, you just opened up a contract for that again. i biked up on and there's no enforcement of it. these are dangerous and we should do more studies and push on intersections. please, push staff to paint these intersections to test out protected intersection and to reexamine tons end circle. >> thank you. >> kevin burke. lucas oswald. >> good afternoon, my name is kevin burke. i'm on the caltrain citizens advisory committee. i commute everyday. this is a good plan. thank you for doing this. this will make the area a lot safer. i have a few requests. the go bike documents are the busiest combined stations in the system. almost 2,000 trips start there per week. that is surely going to increase both with the caltrain line and with a better bike access in the

area. can we look at doubling the length of those stations making it easier for the go bike valets to park in the area. they do a lot of unloading because there are a ton of bikes that need to be unloaded in the morning and back on so people can park in the afternoon. how are go bikes supposed to travel west on townshend. if i get a bike right outside the station, right now a lot of psyche lisat ofpeople check outd cross illegally. it's not the plan how to get across the street to travel west. you can walk a block and get it from fifth but you have a people where people take out the bikes from the fifth street dock and parking them at the fourth street dock. you need to balance that flow. another thing, if i'm taking a bus towards the montgomery bart or chinatown area, a lot of times i want to take the next bus that will get me there which would be any of the 10 or the 45 or the 30 or the 47. it's not really clear to tell where that is going to be right

now. it will be really good to have a better indication to know which bus is leaving less. it's hard to tell which bus is leaving because they leave their door open. four buses are parked there and it's hard to tell. that would be better if we have better signage of which bus is leaving next. that is all i have. thank you, very much. >> lucas oswald. >> hi, lucas oswald. biker. i just wanted to biff my support for the townshend bike lane. i've been biking there for two and a half years every week day. as everyone was saying, terrible paving. the cars pulling out of parking space as they are now are just a terrifying source of danger, especially when everyone is rushing to the caltrain, people are frantic and insane like that. between that and the buses and

the taxis and >> i am a bicyclist in san francisco and. -- with that said, i do want to point to the mixing zones in this proposal. i really strongly hope that mixing zones are like closer to the last horrah and turning into

things that is not cool anymore. i realize there are issues with conduits that prevent us from building single units. i realize there are street widle that prevent us to building protected intersections and it's hard to do that in a short term project without putting concrete down because it often requires that. i think we really need to do that. i would urge you to make mixing zones the bastard step child of bikes as it should be. and build singlized or protected intersections all up and down townshend street and across our city. thank you. >> taylor all gren. >> we'll assume he was in support with improvements. >> john long, jennifer wong. >> i bike to work everyday. my office is fifth and

townshend. it gets real heck tike out there. i encourage you to complete this project post haste. i've seen quite a few accidents or people on bikes getting run over. there are cars that are pulling over quickly and people jumping out without looking. there's a lot of parking there and as the other speaker said, it's dangerous. you don't know if someone will pull out. it's bumpy. the safety is important for us to kind of get off the dependency of cars and use bikes to commute. it's fantastic. i think about my safety. i appreciate it. push it through. get it done bit end of next year. it would be so cool for me. i really appreciate you being here and listening to us and hearing our concerns. let's get this thing done together. happy voting day. >> thank you for coming down. >> jennifer wong, herbert wiener. >> hell oh i'm jennifer wong, i'm a member of the bike

coalition, league of women voters and i also participate in the community groups san franciscans for sunshine. i just wanted voice my support for the improvements to the townshend corridor and also thank the board and commission for working on this together. i bike everyday on townshend getting to work along with john on the way to envoy where we both work. and what i see is extremely dangerous everyday. i see ubers and lyfts. many people are passengers of the cars, they get out and don't see us or they're pulled over in the beak lane and there's nowhere for us to go. we're forced into the lanes of traffic where there's just two lanes and so these cars are also forced over. so everything is extremely dangerous as a biker there and so i just wanted to voice my support for this project and excitement about the improvements, especially to the bike lanes and then to the pavement as well. thank you. >> thank you, ms. wong. next speaker, please.

>> herbert wiener is the last person. >> please spell me name weiner on the board there. thank you. ok. all my enemies call me wiener, by the way. anyway, one question i have, i hate to cut and run, because i have other things to do this afternoon, is what will be the impact -- i didn't catch that. >> i'm sorry, go ahead. >> i'm partially deaf so that relieves me of the agony. anyway, what is the impact on automobiles and automobile traffic and congestion i would like to know how this proposal impacts on that because so far, all deals have been thrown under the bus so to speak. there's so much congestion from the removal of parking spaces

and you really have a traffic problem. i don't use my car that often. i try to avoid it. i mainly take muni transportation that's why i'm critical of muni and i get after you guys. that's what this board is for and why it's called a municipal transit agency, right. you have to take this into consideration and this. >> i'm sorry you can't stay on

the report because it does address what impact. >> give us your name for the record, please. >> mark grewberg. i can't looked at this and i can't speak to the decisions of the arrangements but i have to say that the bicyclist definitely need to protected lane on this street and it --

something needs to be done at that place. in terms of enforcement so thank you. >> was that it for public comment? >> anymore public comment. seeing none, public comment is closed. >> i will give try to keep it brief. i will echo what he has said or emphasize it. we are, as an agency, trying to do things to support our taxi industry. we have the red stripe ability. we have taxi zone ability. it's two of the few tools that we have to deal with this. we've certainly heard of the impact of the t.n.c.'s on this

area. whatever we can do to clear up that taxi zone and encourage the taxi to come use it and service our cal train riders to or from the station station, it should a priority given the proposals we passed using our other tools to achieve different goals. >> thank you. any comments or questions? >> i just have a question about the point that someone raised related to signals and marking of intersections along the way and what we're doing in that regard. >> so there's a mix of signalized intersections and unsignallized intersections so the one at fourth street will be a signal separated bike phase. the mixing zones and striping through the intersection at seventh street, we are getting them in the ground quickly. we're also looking to explore the signalization of that

intersection to allow bike phasing across on townshend. there's bike markings in the intersection proposed and it's two-stage left turn boxes to get people to and from townshend to seventh and seventh is also a bike route. there's also a lot of markings already in that intersection directing traffic. we didn't add anymore beyond that at this point. >> townshend circle? >> and the eighth street townshend division traffic circle. that i is an intersection that e have looked at in our group and we've done just an initial planning effort on what is happening there and collecting kind of data. it was initially considered as part of the townshend project when townshend was a bigger street scape project. pivoting toward near term elements we didn't take it on at

this time. >> in the future you will assist further. >> it might happen in the future. >> i didn't know, i think supervisor kim brought up the use of the go bike station which i didn't realize was so heavy. there was suggestions around, i mean do we need to expand there? >> we're working closely with the operators over at pure system ask caltrain. one of the stations is on caltrain right-of-way and one is our public right-of-way. with this proposal we'll move them both on the caltrain right-of-way. cal train is vacated there bike locker area. they've removed their bike lockers and so we're looking to repurpose that to have bike and it's a much bigger area and it will be right adjacent to the newly proposed bike way so it will be larger and more documents and we're looking to see how motivate can access that station for their loading needs or valet needs and it's all

happening underway. >> yeah. >> great, thank you. >> thank you, director borden. >> i want to thank the staff and the public commenters for how many years have i ridden my bike downtown and the sidewalk here y is there no so it's about time and i agree and i did want to hear some comments on whether you weighed the idea of some sort of enhanced protection for psyche lists through the intersections. i have i know the data better than i do but i premier most accidents occur at the intersection not along the street. so it seems like the intersection is the most important place to focus these kinds of improvements. >> yeah, and we are the fourth street intersection especially is where we are proposing to do some bike rain markings through that intersection.

as you know, central subway has their rails through that intersection so there's still a lot happening. we're widening the crosswalks at that intersection to better allow space for all the 3,000 pedestrians that are trying to cross the street. so giving space and marking that space is what we're looking at. >> there are other intersections along the corridor, right? so those are not getting improvements? >> right now they're not any markings proposed at this time. >> can you just speak to why not? is that just a width constraints or a design constraint? >> it's more a -- thought processes and one of the ideas is intersections are kind of open and the spaces where everyone is on guard. the more contact they're having with each other and not to land a false sense of security then it doesn't lend to that or it

may impact that a little bit more. >> as someone who is currently riding my 10-year-old daughter to caltrain to get her on the bay area and use transit i would love to have protected bike lanes towards our transit stations to truly reach this all ages and acts goal. i think that we have. >> great. >> thank you. do i have anymore comments. >> that's your neighborhood. >> so i did have a question about one of the commenters was asking if you pick up a bike at the caltrain station and you head westbound, could you address that point. it seems that there's a lot going on at that intersection and so what we expecting psyche lists tbicyclist to do? >> i think the most common thing people do is look for a gap. they're trying to cross the street and look for a gap and cross their bike mid-block.

either way, you can walk to either intersection and cross if you are pulling out a bike but we see all activity happening there to take the opportunity to get in your bike lane to make your move. >> the idea is the biking and go to the nearest intersection which is fourth or fifth. >> correct. >> i had a question about pedestrians getting off caltrain moving to the transit boarding island and so what does that crossing the back pathway look like. there's a lot of pedestrian traffic there and i'm just curious about that. >> i sidewalk island will have a ramp down to street level. it will be right at the transit station or right at the transit stop on the island and that will connect to a ramp on calltrain. a new ram not on the caltrain plaza side.

the bike way will stay at street level and it will ramp down and we'll have the crosswalk in the bike way for that crossing. >> cool. and then ok. >> thank you. so i have a motion to approve. do i have a second. >> before i take a vote, i want to say good work and i think this isn't the first time but it is one of the few times where we've not heard the only complaints we heard is that we're not going far enough. so you are having your work cut out for you. and i'll second director eakin that we need to take a deeper look at the intersections. the mixing zones i find problematic as well. it would be nice if we had a way to really slow the cars down before they hit the mixing zones and if we can geo sense the ubers and lyfts it would account for 97% of the congestion increase. it's unacceptable and we need to let them know that we need to

geo fence them away especially out of the taxi sands and that's reprehensible that they're doing that and thank you. and all in favor say aye. >> any opposed. it's approved. thank you all very much. >> item 13, presentations, discussions regarding the tnc and congestion report. >> good afternoon. chairman brinkman, members of the board, i'm chief-of-staff and the street division and i'm really please today introduce my colleague drew cooper from the san francisco transportation authority to share with you the findings of the tnc and congestion report they published recently. i wanted to appreciate all the work that sftca did to figure out some of the causes of the

congestion that we're experiencing in the city so dre- >> thank you, very much. mr. cooper, good to see you. >> good afternoon. i'm excited to be here to talk to all of you today. i'm here on behalf of a full time i'd like to a acknowledge. my boss, the project manager. my colleague who develops a vision and you heard referred to and i'll talk about it a little bit later. we also had an academic research team from university of kentucky that lended a lot -- >> does that microphone go a little higher. that podium level is awkward. i just want to make sure sf gov can get you. >> is that better? >> thank you. >> it keeps falling down a little bit. >> so we had this academic team we worked with that kind of

ensured the academic rigger of what we did. and those were greg airhart from the university of kentucky, his colleague may chen and their grad students alex and senay roy. this is their project as well. so this report is the second in a series of reports. the first one to be released last year called tnc today. just for background, we heard from folks like yourselves and others. it seems like there are a lot of t.n.c.s out there, wouldn't it be nice if we can say something about that at all? at the time, we couldn't. both companies report data to the cpuc but that data isn't available to any other agencies including m.t.a. or ours. until we really didn't have the resources in terms of data that we needed to answer those questions. so we formed a research

partnership with some researchers from the university of -- north eastern university who developed a method to scrape data from uber and lyft a.p.i. which we estimate inservice and out of service develops on city streets as well as pick up and drop off locations. from that report, we learned there were a lot of t.n.c. trips happening on a daily basis. that data was collected between november and december of 2016. and during that time, we estimate that there were 170,000 trips, vehicle trips everyday on san francisco city streets. surely that number has increased. we weren't able to say with that report, is what the relationship is between those trips and congestion. there are a lot of theories that go around that say that they may improve congestion and there are alternate theories that say they

contribute to congestion. that is the question that this report seeks to answer. what exactly is that relationship? so i will talk to you today about what measures we used to define congestion. i'll talk about the data and methods that we used. and then i'll tell you about the results of what we found. so, the ones we used were delay which is basically the extra time that you spend traveling because there are other cars getting in your way on the street. another one is v.m.t. which is a typical metric that we use for all kinds of transportation project analysis. and then finally, the most legible to the public. so, i'm going to talk briefly a little bit more about those

hypothesis about how t.n.c. may interact with congestion. there are several theories about how they could improve congestion. these include that they may have higher vehicle occupancies and so you need fewer cars to transport the same number of people and you may see a decrease in the number of cars on the road and that may help things. alternatively, they may be supportive of transit by providing first and last mile connection that's make it easier to access the transit system. and finally, the available of t.n.c.s may help people feel more comfortable owning fewer cars so they may sell off one of their household vehicles or chose to own no vehicles at all. so these are some of the reasons that have been floated that t.n.c.s may improve congestion. on the other hand, they may make things worse. the reasons for this are that they, similar to taxis --

[ please stand by ]

>> so what did we find? we found that t.n.c., along all the metrics that we looked at contributed substantially to increased congestion. around 50% of each of these metrics is attributable to t.n.c. kick, delay is around 50% , meaning that had there been no t.n.c., the increase in delay

would be half as much as we actually witnessed. similarly, about half of the increase in vmt, city wide was attributable to t.n.c. and again , half of the decline in speeds was attributable to t.n.c. when you look at this information, broken down over time of day, there is an diverse face. there is a substantial amount of variation. these impacts are not constant across the city in space or time what we are looking at here is delay by five times a day. these times of day correspond with the day. that we use in our model. and you should note that they're not all all of the same length. the mid-day. , the one in the middle of the chart and the evening. , the one on the end are longer than the other ones. in general, there was a greater

increase in congestion in the. in total and more of it was attributable to t.n.c. his. the places where we saw the greatest total increase of congestion are in the mid-day and the evening. this is, not surprising because these time periods are longer so they capture a greater amount of travel. if you look at speeds, you get a similar story. there was a decrease in speeds across all times of day periods and roughly half of it, between 44 and 60% for most of these time of day periods was attributable to t.n.c. his. this is higher in the evening. about 75% of this. >> i am sorry to wake everybody.

what did this cost? this report? >> i don't have that number of the top of my head. >> thank you. >> please go on. thank you. >> thanks. so roughly three quarters of the delay in the evening that we see according to the study is attributable to t.n.c. his. we can also look at the differences and the effects of t.n.c. his across different areas of the city. district six, which is soma and midmarket, it also includes treasure island. it seems the greatest increase in delay. and nearly half of that is attributable to t.n.c.s. by contrast, district -- district three sees about half

the magnitude of an increase in delay but much more of it is attributable to t.n.c.s. nearly 73%. where as, population and employment had a substantial effect on congestion in the soma area and it didn't really affect things in district three which is the north beach area. and then there are other parts of the city that saw very little effects in terms of delay like district four. they saw very little effect. due to t.n.c.s or any other reason. looking at vehicle miles travelled, the story here is similar but with a few differences. again, district six jumps out here with the greatest increase in miles travelled. district ten, which is a less congested, not uncongested but less conducted -- congested network d n