along. you wouldn't have believed it. so i appreciate everything they did. i was here at one point. i was. because i didn't know what the outcome of holly court was going to be. you know, it really got -- was it going to get to the point where we have to be displaced because they would have to demolish this place? if they had, we wouldn't have been brought back. we wouldn't have been able to live in burn. by the program coming along, i welcome it. they had to hire a company and they came in and cleaned up all the walls. they didn't paint the whole apartment, they just cleaned up the mildew part, cleaned up and straighted it and primed it. that is impressive. i was a house painter. i used to go and paint other people's apartments and then come back home to mine and i

would say why couldn't i live in a place like that. and now i do.

>> this is one place you can always count on to give you what you had before and remind you of what your san francisco history used to be. >> we hear that all the time, people bring their kids here and their grandparents brought them here and down the line.

>> even though people move away, whenever they come back to the city, they make it here. and they tell us that. >> you're going to get something made fresh, made by hand and made with quality products and something that's very, very good. ♪ >> the legacy bars and restaurants was something that was begun by san francisco simply to recognize and draw attention to the establishments. it really provides for san francisco's unique character. ♪ >> and that morphed into a request that we work with the city to develop a legacy business registration. >> i'm michael cirocco and the owner of an area bakery. ♪

the bakery started in 191. my grandfather came over from italy and opened it up then. it is a small operation. it's not big. so everything is kind of quality that way. so i see every piece and cut every piece that comes in and out of that oven. >> i'm leslie cirocco-mitchell, a fourth generation baker here with my family. ♪ so we get up pretty early in the morning. i usually start baking around 5:00. and then you just start doing rounds of dough. loaves. >> my mom and sister basically handle the front and then i have my nephew james helps and then my two daughters and my wife come in and we actually do the baking. after that, my mom and my sister stay and sell the product, retail it.

♪ you know, i don't really think about it. but then when i -- sometimes when i go places and i look and see places put up, oh this is our 50th anniversary and everything and we've been over 100 and that is when it kind of hits me. you know, that geez, we've been here a long time. [applause] ♪ >> a lot of people might ask why our legacy business is important. we all have our own stories to tell about our ancestry. our lineage and i'll use one example of tommy's joint. tommy's joint is a place that my husband went to as a child and he's a fourth generation san franciscan. it's a place we can still go to today with our children or grandchildren and share the stories of what was san francisco like back in the 1950s.

>> i'm the general manager at tommy's joint. people mostly recognize tommy's joint for its murals on the outside of the building. very bright blue. you drive down and see what it is. they know the building. tommy's is a san francisco hoffa, which is a german-style presenting food. we have five different carved meats and we carve it by hand at the station. you prefer it to be carved whether you like your brisket fatty or want it lean. you want your pastrami to be very lean. you can say i want that piece of corn beef and want it cut, you know, very thick and i want it with some sauerkraut. tell the guys how you want to prepare it and they will do it

right in front of you. san francisco's a place that's changing restaurants, except for tommy's joint. tommy's joint has been the same since it opened and that is important. san francisco in general that we don't lose a grip of what san francisco's came from. tommy's is a place that you'll always recognize whenever you lock in the door. you'll see the same staff, the same bartender and have the same meal and that is great. that's important. ♪ >> the service that san francisco heritage offers to the legacy businesses is to help them with that application process, to make sure that they really recognize about them what it is that makes them so

special here in san francisco. ♪ so we'll help them with that application process if, in fact, the board of supervisors does recognize them as a legacy business, then that does entitle them to certain financial benefits from the city of san francisco. but i say really, more importantly, it really brings them public recognition that this is a business in san francisco that has history and that is unique to san francisco. >> it started in june of 1953. ♪ and we make everything from scratch. everything. we started a you -- we started a off with 12 flavors and mango fruits from the

philippines and then started trying them one by one and the family had a whole new clientele. the business really boomed after that. >> i think that the flavors we make reflect the diversity of san francisco. we were really surprised about the legacy project but we were thrilled to be a part of it. businesses come and go in the city. pretty tough for businesss to stay here because it is so expensive and there's so much competition. so for us who have been here all these years and still be popular and to be recognized by the city has been really a huge honor. >> we got a phone call from a woman who was 91 and she wanted to know if the mitchells still owned it and she was so happy

that we were still involved, still the owners. she was our customer in 1953. and she still comes in. but she was just making sure that we were still around and it just makes us feel, you know, very proud that we're carrying on our father's legacy. and that we mean so much to so many people. ♪ >> it provides a perspective. and i think if you only looked at it in the here and now, you're missing the context. for me, legacy businesses, legacy bars and restaurants are really about setting the context for how we come to be where we are today. >> i just think it's part of san francisco. people like to see familiar stuff. at least i know i do. >> in the 1950s, you could see a picture of tommy's joint and looks exactly the same. we haven't change add thing. >> i remember one lady saying, you know, i've been eating this

ice cream since before i was born. and i thought, wow! we have, too. ♪ >> when i open up the paper every day i'm just amazed at how many different environmental issues keep popping up. when i think about the planet i want to leave for my children and other generation, i think of what contribution i can make on a personal level to the environment. ♪ clean power sf is san francisco's key way of fighting climate change by renewable energy and offering it to san

francisco customers. i'm from the san francisco public utilities commission. the program came about with state wide legislation in 2002 to enable people to take more control over supplies. i first heard of the program when the organization was advocating to launch clean power sf. what i'm most excited about, it's going to bring 100% renewable energy to my home and reinvest into renewable energy infrastructure and jobs. i had gone to a lot of street fairs and heard from the staff at the san francisco public utilities commission to sign up for clean power sf even before it launched. >> we learned about clean power sf because our sustainability team is always looking for clean

operations. linkedin is the largest online network. there are about 530 million members using our site. in this san francisco office there's about 1400 employees working in roughly 400,000 square feet. >> after signing up for the program we heard about the san francisco program and learned they had commercial rates and signed up for that. i'm the co-owner of the new wheel electric bike shop. we opened this store in 2012 and the new wheel sells and services electric bikes. 11 people work here in san francisco and our store is about 2,000 square feet. electric bikes are fantastic for transportation in the city, they're clean and green and you get places faster than any other form of transportation. it amplifies the power, it doesn't replace it. it makes it easier to get places

by bicycle and it's so enjoyable and environmentally friendly way to go and more convenient in san francisco. >> clean power sf requires two products, green, 40% renewable and competitively priced with pg and e. for those who want to fight climate change more, 100% renewable at $0.02 per kilawatt. >> i decided to go with the super greens, after finding it only to cost about $5 more a month to have super green, that's a no-brainer, i can do that. >> we were pleased that clean power sf offers the super green 100% for commercial entities like ours and residents for the

city of san francisco. we were pleased with the package of services for linkedin and now encouraging our employees who have a residence in san francisco to sign on as well. >> clean power sf buys its power from renewable plants that feed the energy directly into the grid. >> there's a commitment to sustainability throughout the entire organization and this clean power opportunity reflects that. >> one of the wind farms we use is the shilo wind farm and that is large enough to be able to provide energy for up to 200,000 homes. >> our mission is sustainability, even though our bikes are minimal energy use, it still matters where the energy comes from and part of our mission in sustainability is how we run everything -- run our

business. having the lights come on with clean energy is very important. >> the sunset reservoir has solar panels that take up about four city blocks covering the reservoir and the solar power generates energy for city resources and clean power sf for residents participating in the program. >> it was easy to sign up for the program, i went online to cleanpowersf.org and i started getting pieces in the mail letting me know i was going to be switched over and it just happened. when i pay my bill, i still go to pg and e and i don't see any difference between now and a year ago. >> sign up online, just have your account number ready and it takes about two minutes and there's nothing to install. no lines are getting connected to your home. all the power goes through the

existed power grid. >> we haven't had any problems with the switch over to clean power. >> it's super easy to sign up. our book keeper signed up online, it took about 15 minutes. nothing changed but now we have cleaner energy. >> we see clean power sf as a key strategy to meet renewable energy goal, we have a goal of 50% renewable energy by 2020. currently we have enrolled about 86,000 customers across the city. about 20% of what we hope to serve in the future and in the next two years we'll offer service to all san francisco electricity customers. >> an easy way to align your environmental responsibilities and goals around climate change and it's so easy that it's hard to not want to do it and it doesn't really add anything to the bill. >> joining clean power sf is one of the easiest ways to fight

climate change, receiving cleaner energy at low and stable rates, you're helping to support a not for profit that helps influence the energy grid and produce more production. >> i would encourage any business to seriously convert to the clean sf service. it's good for environment, business and the community. >> you can sign up online our call and the great thing is, you'll have the peace of mind that you're doing your part in your household to help the environment. ♪ ♪

[gavel]. >> chair fewer: good afternoon. the meeting will come to order. this is may 17, 2019, regular meeting of the local agency formation commission. i am sandra lee fewer, chair of the local agency formation commission. i am joined by commissioners cynthia pollock, matt haney, and gordon mar. our clerk is miss alisa somera. madam clerk, do you have any

announcements? [agenda item read]. >> chair fewer: thank you very much. madam clerk, will you please read item number two. >> clerk: item 2 is the approval of the lafco meeting from the meeting of april 19, 2019. >> chair fewer: any comments or question prosecut questions from my colleagues? let's open this up for public comment. seeing none, public comment is closed. [gavel]. >> chair fewer: i make a motion to approve this item. seconded. okay. can you please call item number three. >> clerk: item number three is a community agregation activities report. >> chair fewer: i'd like to make a motion to continue this item to the next meeting of the lafco. >> clerk: after public comment? >> chair fewer: after public comment. is there any member of the public that would like to comment on this item? seeing none, public comment is closed.

[gavel]. >> chair fewer: i'd like to move this item to the next meeting of the lafco. can i have a second, please? [inaudible] >> chair fewer: thank you very much. now could i then, madam clerk, could you please read item five. >> clerk: item five is a survey of a on demand workers with jobs with justice. we've already had a presentation, and we need need discussion and item, is that correct, director goebel?

>> commissioner goebel: that's correct. i just want to let you know that the estimated costs for this survey is $300,000. lafco has allocated $50,000. we are still seeking funding for the second and third parts of the survey, but i have reached out and several organizations are interested in covering some or all of the gap. we hope to have some or all of that funding in place by september. >> chair fewer: okay. first, let's take public comment. is there any member of the public that would like to comment? seeing none, public comment is closed. [gavel].

>> chair fewer: okay. i believe commissioner mar needs to excuse himself. i'll make a motion for commissioner mar to excuse himself. seconded by commissioner haney. can i have a motion to approve the item? >> chair fewer: thank you, and seconded? and item six? global global madam clerk, before you is the proposed budget for 202 final budget for 2020. every year, the city and county of san francisco is required to fund the lafco from the general fund, in addition we have an m.o.u. from the san francisco public utilities commission which funds our work as the oversight authority for cleanpowersf. i'm happy to report that the m.o.u. which was scheduled to

expire at the end of june, an extension was approved at this week's p.u.c. commission meeting. it now does require approval by the board of supervisors, so it will head there next. this first slide shows our history of our work order balance with the sfpuc. we spent about $5,000 this year. most of it was my time with the cleanpowersf but also to pay a stipend. we set aside of a reserve of about $45,000 or about 15% of the annual budget. you'll see in the far right column at the bottom, that leaves us with about a $23,000

carryover into next year's budget. these are our expenditures to date. everything is right except for one item, which was legal services. we've been asking our legal team to do more work, and we on boarded a legal team member. finally, your final budget for 19-20, i've lowered my salary estimate for the coming year. travel and training mostly to attend cal lafco events and community choice energy conferences. the rest is pretty cut and dried, and i would recommend your approval. thank you very much. >> chair fewer: thank you very much. colleagues, any comments or questions on the budget? if not, let's open it up to public comment. any member of the public wish to comment on this item? seeing none, public comment is closed. colleagues, do i have a motion?

>> commissioner pollock: if i could just take a moment, thank you for your presentation on the budget. this is the first of your two presentations -- the second. it's pretty straightforward. i'd like to make a motion to approve the budget of 2019-2020. >> chair fewer: i second that. we can take that without objection. thank you very much. [gavel]. >> chair fewer: would someone like to make a motion to approve this item as presented? by commissioner haney, seconded by commissioner pollock? thank you very much. [gavel]. >> chair fewer: okay. let's move on to item four. [agenda item read]. >> chair fewer: thank you very much. mr. goebel? >> commissioner goebel: thank you, madam chair.

at your suggestion earlier this year, the lafco partnered with the urban affairs program at the university of san francisco to assist with our study in emerging items. today, the professor and the students -- at least about half of the class is here today to present their findings, and i would like to thank all of them for their hard work on this report. i also want to let you know that i will continue to work with them and also do further research based on their findings. there work is already proving valuable and helpful to our survey team and to the overall study. with that, i would like to

introduce professor diana nigrin. >> thank you so much for having us? i'm not going to say too much but introduce these lovely students. they worked in four teams to research a different series of aspects. the students are going to layout the methodology and some of their findings, but you will be able to see the detail in the report that we prepared, which you all have. we'd be happy to answer any questions and continue the partnerships, and thank you, sandy lee fewer for having us

out. >> good afternoon, commissioners. my name is sergio martinez. >> and i'm ben peterson. >> we are proud to present to you the gig industry and its potential effects on labor in san francisco. the research we will present was conducted by students at the university of san francisco and over the past three months we've prepared our research focus, compiled or data and prepared a report. the research was separated into four smaller focus areas which were the labor political economy, lobbying, geography, and best practices. although our research was limited in scope, the findings

are indicative of the larger picture and the research lafco has to follow. we are going to begin by talking about the population of drivers and their positions in the complicated relationships as drivers in the labor-political economy ground. the findings around this revolve around the question what role does this group play in the gig in san francisco. demographic questions collect data on driver habits. the next section is 21 sliding scale questions that relate to the subcategory of work life balance, expenses, career, health and safety, and

externalities. we distributed this survey through the sf-uber-lyft's driver facebook page and participated in events at gas stations around san francisco and received 36 total respondents. our second tool was in-person interviews with drivers where we elaborated on the questions, and there were six interviews total. so the first subcategory we have is work life balance which was used to determine how much the gig economy structure impedes on the life of drivers? we found that a majority of drivers drive for both uber and lyft. almost all uber drivers are driving more than 41 hours of week, and most lyft drivers are driving more than 41 hours per

week. in addition, they said their schedule is more flexible since they've begun driving but simultaneously answered that they have less time for hobbies and families. one driver described driving as a trap. the driver began working for their uber -- began driving for uber-lyft after they were injured, and they couldn't perform their former job. two thirds of drivers indicated that driving was not their long-term goal. not surprising, two thirds of drivers were either working another job or looking for another job. this could mean that drivers are using transportation network companies as supplemental income. many families need to 41.5 to

four minimum wage jobs in order to afford a one-bedroom apartment. this provides insight as to why people turn to gig work. of those who answered favorably, the respondents did not rely on the income. the income/expenses subcategory was used to determine if driving for t.n.c.s is economically profitable. three-quarters of respondents believe that the rate of pay for uber-lyft met rick -- metrics are unfair. the quote on the screen shows one driver who initially

answered positively about the income questions but when probed about the expenses didn't seem to know how much they were putting into driving. this was revealing as it shows some drivers do not keep track of their expenses so it could mean that the uber driver company split is actually more unfair than we think. so >> so in the health and safety subcategory we sought some insight into drivers' physical and mental well-being. we received overwhelmingly negative responses when asking about driver's' physical health. lozar three-quarters of drivers feel this has negatively impacted their physical health. when asked about safety on the job, we had 26% of respondents reported feeling safe while driving while 42% felt unsafe

while driving. a majority of public concern in t.n.c.s own safety measures have been focused on the safety of passengers rather than those of drivers. and while we believe that passenger safety should be held to the utmost priority, we believe that drivers should feel safe, as well. the picture that you see on the slide depicts a severely unfortunate treatment at the hands of a passenger. this driver has largely avoided reporting abuses due to insufficient reporting measures and a lack of communication line between the driver and his t.n.c. relationships between drivers, between drivers and their

t.n.c.s, and their community at large in which they work. surveyed respondents were overall displeased with the relationship of -- nature of their relationship with their t.n.c., with the majority feeling like they were under values at work. we had many drivers claiming that they had a lot of issues expressing problems they were having with aspects of their work from their car to their driver app to issues with passengers to their rate of pay, any issues that can come up during the duration of one's shift. a particular fear is driver's fear of deactivation that typically comes due to passengers negative feedback or driving times fall below a

particular threshold. this unsavory aspect is similar to the one given here as many drivers feel that t.n.c.'s are not shouldering the burden that they should. in terms of income and expenses, we'd like to learn a little bit more about the role of debt finances, as well as the ways in which drivers calculate their incomes and expenses and track them on their own. in terms of drivers' careers,

we'd like to learn a little bit more about the average tenure of working with a t.n.c., how long drivers typically stay with one company as we think it would reveal just how temporary and supplementary this income really is or whether drivers are depending more and more on this income as time goes on. we'd like to learn a little bit more how drivers access health care as their status with independent contractors with t.n.c.s denies them from accessing these types of benefits. finally, we'd like to delve into communications and ineffective drivers in corporate entities. thank you, and that's all the time that we have, and we're going to pass things over to the geography group.

>> hi. good afternoon. i am justin pearson, and i am representing the geography group, and our work in the san francisco bay area was to better understand how the unique layout of the bay area affects t.n.c. workers. so the general inquiries that we have for this -- for our section was what are the reasons t.n.c. workers come to san francisco? why are they not working in their own cities? how long are they driving, and we did this through in-person interviews as well as surveys and plotted some of our data using the application mapline. the interviews were conducted with t.n.c. drivers while waiting for or actually on a ride with them. drivers tended to be more amenable to speaking while in a

ride while after having being paid for a ride whereas the surveys that would have been conducted by the labor group. okay. so here's our first map. this is a little bit wider out, but besides externality that we see with los angeles, there are a few drivers who took part in this survey that lived outside of the bay area. we see sacramento, stockton, modesto, so you can get an idea that were this to be done in a wider scale, a similar result would come out. then, we go to -- closer into the bay area, and we see that a lot of the interviewees came out of san francisco. we spoke with one interviewee who came from antioch.

because -- she lived there because it was cheaper, and she had the caveat that even though she drives into the city to get better -- to get better wages, etc., to get better rides, to get more rides, the problem was that she would have nothing going back. she would have to be using her own gas basically to be going back because usually, you don't end up getting riders the other way, so that's another thing that ends up being an issue for these people living further out. here -- through mapline, we were able to get some of the information of just the general -- the general demographics for the areas, and through that, we were able to get an idea of the income inequality that takes place in

the bay area counties. alameda, contra costa, had the largest amount of drivers driving into san francisco. there was a large amount of miles driven per day for the sample -- as we mentioned, it was not a representative sample, but it gives you an idea. as a limit, we had drivers driving about 100 miles a day, but it went to 250-plus miles, to give you an idea that the bay area is not just a collection of cities, but it does in a lot of ways act like a super city. through this data, what are we

finding? it's important to find out why san francisco is an important destination for so many drivers. this may stem from the city's growth in jobs. it may be from the greater prospect of jobs in the tech district. this must also be compared to the high rent in san francisco which allows it to exist as a super city. as a result, many people that work in san francisco must commute from outside the city. because of income disparity, many people are having to work multiple jobs in order to afford the cost of living in the bay area. in t.n.c., they are accommodated by higher income levels in the city while lower in the out skirts. the economy fills the gap.

some of this information might have existed in other areas, not just in t.n.c.s, but it's something that's indicative -- it needs to be looked at on a wider conceal. and with that, i'll give it up to the next group. thank you. >> good afternoon. my name is -- [inaudible] >> my name is lydia cho. >> and we are the group for politics and lobbying? i want to lead off with the questions that we came up with. how will city leaders factor in transportation companies when introducing policy and legislation. the second question is what are merchant groups and elected officials impressions on the

t.n.c.s lobbying efforts, and the last is what can san francisco do to mitigate the impacts of t.n.c.s on the city? so we were able to interview three legislative aides who gave us a lot of information on the side of the city and the city officials. so some of the key findings from the legislative aides talk a lot about the constraints on being able to regulate t.n.c.s especially because the california public utilities commission are the ones that help us statewide sort of say how they can be regulated? but some of the findings came from the constituents and most of their complaints in areas like labor, especially taxi drivers, the environment, just in general, the congestion and emission that has been increasing, and also the safety when it comes to being a

pedestrian or a person that rides bikes or just a person inside the car, the passenger and the driver? and also something new that came up was vehicular housing, and something -- people outside of the city, you know, traveling into the city, a lot of neighbors start to notice more people living in their cars, and -- >> so the second round of findings that the politics team would like to emphasize is the emerging information. we came across this chart? it's from bloomberg research on various issues that uber specifically lobbied for since 2013? and as you can see, they started off with some of the more obvious issues like transportation and tech

industry? and they further expended into larger social issues such as labor, health, and even crime as the company's grown? and by 2016, uber and lyft alone outnumbered a number of lobbyists compared to other companies like amazon, microsoft, and walmart combined? so among some of the more standard issues, we decided to dig a little deeper into how small businesses fit into the picture and how uber and lyft have advocated for their public support in san francisco. and in the time and capacity we had, we were able to get ahold of two groups of merchants? one was volunteer quarter merchants and the other wished to stay anonymous even though they agreed to have the data reflected in the research. both uber and lyft tried to make connections and have sponsored these organizations for various causes?

and for example, in 2018, lyft partnered with valencia corridor merchants and they funded the production of this map that highlights unique storefronts on valencia street in exchange for having their logo printed on the map, as well. so -- and the feedback from the merchants was really great, and they were actually impressed with the level of communication that lyft had provided throughout the process? and merchants also believed that the map helped revitalizing the neighborhoods and the businesses and they had an opportunity to talk about pedestrians and riders in the neighborhood. and for the -- another merchants associations that the name we will not say today, we were informed that the organization has given -- they were given grants from both uber and lyft, and lyft and uber have donated money and

sponsored activities such as local business mixers to promote and protect small businesses on their corridors? and we were also told that there was an agreement established between them as long as their interests were aligned. however this organization doesn't necessarily agree on the issues regarding these ride share companies especially on the broad spectrum of the gig economy. just to sum up, uber and lyft filled the gap that city officials weren't able to do so in the past and by doing that, they have effectively leveraged the public into gaining support. >> to end this, we have some noteworthy stakeholder and recommendations for the research to continue on, and that includes going more into the small businesses and associations, organizations, and coalitions such as restaurants, associations, bike

associations, and other merchant associations where there could be more different types of lobbying efforts than what we see in the city in city hall or in sacramento. thank you. >> all right. good afternoon commissioners. i'm winston parsons. >> and i'm wes gilmore. >> and the policy team put together proposals for individuals such as yourselves based on the political climate and your ability to regulate locally. we're going to put forward six regulations for you to consider. so our first is congestion pricing which most of you are likely aware of, which is simply a charge to enter a designated zone of the city with the proceeds available to potentially fund transportation

improvements. now while ride hail can play a useful role in our transportation toolkit, it has many effects. cities have seen significantly and positive impacts on reducing traffic, pollution, greenhouse gases all while raising funds for investment in other modes that alleviate traffic. importantly, its rollout must be paired with major investment locally and in transsit. likely increasing other modes as well will not be enough to combat uber and lyft. there's concerns if rollout is not conducted thoughtfully, it can hurt. there are some measures to mitigate these issues and given our constrained time today, we'll refer to our report so you can see those further.

we also think it's worth noting that uber and lyft have come out as procongestion pricing in new york and seattle, and we feel if the sfcta reexplores congestion pricing for san francisco it would be wise to consult with t.n.c. drivers themselves to ensure that their concerns are taken into account. it will be met with public opposition with more of the public receiving better transit service, and ultimately, it could be one of the best tools we have in our toolkit today to respond to t.n.c.s and potentially autonomous vehicles, and we feel the city should consider freezing, reducing or eliminating muni fares. our next policy recommendation is for the city to develop a comprehensive curb management street gee to help mitigate illegal parking and traffic 234r0e issues. another impact is felt at the curb, and in addition to

t.n.c.s, we've seen commercial impact growing, and that should encourage how we redirect curb space. at the moment, our system for allocated curb space is antiquated. it places the burden on businesses and organizations to apply for a loading zone. an individual has to potentially take on some pretty significant costs in order to get a loading zone in front of their business. and while yellow and blue zones have no charges, this inburden is typically on an individual to apply for them. instead what the city ought to be doing is allocating curb space to meet a variety of needs. that way or streets can be more organized and safer, and this

image illustrates some of the other curb uses and potential benefits. other cities have developed or piloted other strategies for curb management, and this is something san francisco could consider, too. the city has done this on a project-by-project basis but thus there's been no comprehensive corridor by corridor needs. what's more, there could be large benefits from t.n.c.s themselves, with loading zones sparing them from unnecessary tickets. i'm going to turn it over to preston to talk about some other issues. >> thank you, commissioners. so currently existing regulation by the cpuc focus on drivers and regulation. t.n.c.'s offer very little public data? however we can find some data

that sheds some light on the safety data on osha and the bureau of labor statistics? taxi drivers are over 20 times more likely to be murdered on the job than other workers? and 32% of taxi drivers were murdered on the job in 2014. another example of the safety risk that exists can be found here. so as you guys can see, can imagine, the data is very comparable from t.n.c.s and taxi drivers, and that's what we're trying to highlight. another example of the safety that exists is the image on the right. this poses a safety risk for drivers that are attempting to identify or report passenger rideshare incident. next up, we have food delivery.

third party food delivery companies are not regulated at the federal, state or local level. in san francisco, the city's department of public health issues permits to a variety of retail food operations, including farmers markets, caterers and mobile food vendors but does not appear to regulate the mobile food delivery companies? we found that the cpuc definition of network companies does not define these companies which means there's a unique opportunity for the department of public health to regulate them and require companies to take on the burden of regulations rather than simply passing it on to their operators. clark county, las vegas, requires drivers who work as independent contractors requires drivers that transport goods to obtain a lejs license. in addition, a few states require restaurant affiliated

driver's -- a few of these companies or a few of these states require that drivers have food safety certificates in their cars, and once again, we recommend that a lot of these companies -- a -- align with these wide ranging policies, that the companies bear the burden, not the operators? i'll turn it back to winston really quickly to finish up. >> all right. so the last indication is easiest to implement. one assembly woman has authored a resolution called ab-5 that would codify the abc test into state labor law, thus enshrining a relatively simple way to determine whether a worker is an employee or

contractor. legislators should also be aware that there is some disagreement amongst t.n.c. operators about whether they want to be employees. that he had is, the worker contractor status is currently being abused, and we think the city should support worker protections as soon as possible. no municipality in california has thus far filed support for ab-5. passing a resolution at the board of supervisors would show san francisco supports it. this is an opportunity for officials like yourselves in the public eye to exercise your bully pulpit power and enhance recognition of these issues. i'm going to skip this in the interest of time, and we're going to wrap it up with some final thoughts? so that so many individuals are

driving with t.n.c.s and on demand work poses some serious questions. how much has the economy improved since the '01 and '08 c crisis. how stable are uber and lyft when both are still operating at a loss and both appear to be significantly contributing to greenhouse gas emissions. we feel that the policies we presented could be a way forward for san francisco leaders such as yourselves. beyond responding to these issues today, we need to be thinking about the futures. we don't know when autonomous vehicles will be viable, but it's definitely in our future, and we need to start preparing for it. lastly, our literature review in the united states shows there seems to be a critique in labor whereas internationally there's a greater focus on the conditions that workers encounter. local leader should