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 focus on

elevating public awareness of the labor concerns especially as we sit on the precipice of another economic crisis. and we're happy to answer any questions. >> chair fewer: wow. that was a great presentation, and i want to thank all of you for the work that you've put into this. as you can imagine, i think this is the tip of the iceberg, quite frankly. as i'm hearing all your findings and recommendations, i have so many questions, other questions to dig a little deeper, but colleagues any questions for the students here? >> i wanted to just also thank you for all of your hard work

on this. this is an extraordinary and comprehensive look at this industry that we know is having such a tremendous impact on our city, on our community, and on our economy and on those individuals who participate in it, and it also i think really, as chair fewer said, brings up so many more questions and shows that we really don't have enough information right now in a systemic way that we need to make these policy decisions. so one of the things i want just going to ask, and i would -- there's a lot of pieces that i would like to dig deeper into, but are there certain things, especially for the folks who talked directly to the drivers that were important for them in terms of their sort of day-to-day well-being or, you know, some of the things that have come up, bathrooms or places to

park, places where they can sort of take a rest, things from sort of a policy perspective that the city can provide to improve their well-being and working conditions? >> i'm going to let sergio answer your question. >> so of the things that came up that were extra that the drivers brought up, there was an interviewee that said when they come to san francisco, they go to grocery stores to use the rest room. they usually have lunch at safeways and stuff like that? and so it did come up that they are using the facilities of the city of san francisco. they are choosing to go to certain places because the bathrooms are cleaner and whatnot, but that was something that came up. and then, another thing that was interesting was an interview that i had, we did the entire interview, and then afterwards, he called me up and told me the story about the

sexual assault. and he said i really want this to be a focus of the research, as well. how many people is this happening to? how can we protect the drivers so that this doesn't happen in the future? and then, ben talked about it a little bit, about the fear of deactivation. if you go into an uber, and if you ask the driver, they probably have been scared about deactivation because any passenger can just report that the driver was intoxicated, and the driver app will shut them -- driving app will shut them off right away. this driving income is necessary for a lot of these drivers to make ends meet, so they drive for both apps because if they get deactivated for one, they can still drive for the other one. i would say yes to your question about there has been concern about what they do coming to the city, abobut moro it's the health -- their mental

health, physical health, and the fear of deactivation that came up. >> thank you so much for this report. you know, we had limited time. i think we would love to hear at length what your impressions were when you spoke with drivers and as the data was presented to you, and i think that's something, you know, that maybe we could ask mr. goebel to follow up with you and get just impressions on how it felt to get this data, and what the personal impacts were to you in performing this type of labor study? as chair fewer mentioned, this is the tip of the iceberg.

this is a wealth of information. i wanted to bring up one thing that, and i'm bringing it up from my phone, so my apologies there. you know, when you look at other cities that are trying to deal with the labor aspect of the uber drivers, new york had a -- recently had an interesting way of approaching it, so they were doing minimum wage utilization charges? so when they were doing was basically implementing a minimum wage that also pays drivers more for companies that have low utilization rates. so if they're driving around, waiting for a fare, then they get bumped up from just waiting to minimum wage, and the companies have to pay that. and so what it means is that

the more cars are without passengers, the more they have to pay, like, their employees. this also led to uber and lyft hiring less drivers because the overhiring is where you see their wages really drop. and so that's something -- it takes two minutes to get a car, where it takes five to ten minutes to get a taxi, and you can see the taxi cabs being utilized in a different way. and that's where san francisco's hands are tied with the cpuc and how much they can regulate t.n.c.s. that's something that really needs to be overhauled at the state legislature, is to -- is to allow municipalities to

really regulate this on their own because the cpuc has shown that they're incapable of regulating t.n.c.s. and then, the last thing i would add is that one piece that i would loved to have seen in the income and expenses part are the predatory car loans, is that people are slaves to these indigenous apps. if they stop driving, they're stuck. they're just simply stuck, so i would say that would be one piece that i would add into it. and i don't know if you plan on working further with lafco as

the labor study moves forward with jobs with justice and so forth, if your class will stay engaged. i know you move on to other classes, but i would just say that i would -- that i would ask that you say engaged with us anden -- stay engaged with us and engaged in the process, and we'd love to have you back. >> yeah, that definitely is something we should look more into. >> chair fewer: supervisor -- i mean, commissioner singh? >> commissioner singh: first of all, i just wanted to say thank you to the entire team for this really impressive presentation. the breadth, the depth -- i feel like i'm drinking from the water hose trying to process all this information, but it was great. thank you very much. i had a question on my mind, especially with uber's i.p.o. being pretty recent, that one thing that folks were happening

around the strike that happened in san francisco and other cities recently was in advance of the i.p.o., there were new inconsistencies, and i also heard this from uber passengers like there's been a lot of tinkering with compensation structures. they're doing -- they're making a lot of changes to their interface that is affecting the drivers, as well. someone told me that they signed up just for a single person ride, but then, you know, their driver took that ride, but then, at one point, it got switched to a pool so that driver would not have necessarily been warned. there was some cash back incentives, like, if you pay this driver, you'll get uber cash back for food. there's all sort of incentives, innovations that are popping up

that i think they're related to the i.p.o.? in general, i.p.o. aside but taking it into account, did you talk about different fees and comparabilities in the compensation structure that was determining that so you could get compensated was changed? >> so the app itself tells you the split, so the amount you take home and the amount uber or lyft gets. and drivers were aware for the most part of their decreasing share of the fare. and like you were saying with the pool driver -- or pool section of the app, there's weird incentives in the app itself for drivers to take pool, but if they don't necessarily pick up people on

that trip, they're not making that money, so pool will result in less of an income or less share. it was something that came up with most drivers. >> another thing we found -- another thing we found in our research is new york city's actually doing -- just started a report or an active investigation if lyft or uber or t.n.c.s in general are skimming off tips to pay driver's salaries which actually was a reason why they came up with the minimum wage? so yeah, there is -- it's on people's minds? in new york city, it's on new york's mind, so there are people looking into it right at this second, so it is an issue that exists. >> commissioner pollock: thanks. >> chair fewer: so i just want to say thanks for all the work that you've done on this. i feel like i have so, so many questions that maybe you can answer.

but i think one of the questions, i think the fact that the -- the deactivation is such a huge threat and is such -- so ripe for exploitation around -- it seems as though it's around the lack of any kind of labor rights at all, and i wanted to know, did you -- are there any labor rights that actually governor have authority over this sector? did you find any labor rights in any labor law that these contractors are in any way protected at all? just -- >> so far as we found, no. one idea that we had that we cut given our constraint time today was that the city either create or partner with another company to create a labor rights app, a know your rights app, and to pair into that potentially other features so that the city could collect

transportation data because that's been an obstacle, as well. but thus far -- so long as they're classified as independent contractors they're in a totally different status. >> chair fewer: i just think with the lack of labor rights around this emerging labor force is it is so ripe for exploitation, and safety issues and pay issues, and how people are billed, and they don't have an organized say. i also wanted to ask if you were able at all to get from these drivers what they feel their average hourly salary is, that minus the toll, minus the gas, minus wear and tear on vehicles, all that kind of stuff, what is actually the net amount of money per hour that they think they make? were you able to ascertain that at all? >> i don't think so.

i've seen just anecdotally what drivers have put on-line, but it can vary? i think that's one of the core issues for drivers is it's really difficult to determine especially factoring in taxes however take-home pay someone will have. there's a question that maybe somebody thinks they're making a lot of money at first, and then when it comes to tax season, they're making far less. so that structure in and of itself, as one driver said, can feel like a trap. >> chair fewer: yeah. i think what's sort of interesting is -- what i think i heard mentioned is a lot of drivers don't keep track of their expenses, and when you're an independent contractor, that is sort of one of the things as an independent contractors is you can write off these expenses. >> yes, and there are a few

different apps that drivers use? one's called grid wise where you can punch in your expenses and calculate your taxes and there's other information that lets you know when large numbers of flights are coming at the airport and things like that. but it's very different than being classified as an employee where you might have your taxes taken out in advance, and things like that. >> chair fewer: if you don't keep good beitrack of it and receipts, it's really hard to write that off on your taxes. i think congestion pricing, we've discussed that at the board. there's some caution on the board about congestion pricing. one is that how does it affect small businesses that are in the chinatown area of san francisco, but also that we understand that this is an industry where the drivers are subject to exploitation quite frankly and low wage workers.

i think that we are concerned that the price -- i mean, the congestion pricing would actually go on to the drivers. >> chair fewer: and we're trying to get at a company, a multibillion company to pay its fair share. and so this is why we've been grappling with the congestion pricing in one of your recommendations. i think another thing that was interesting well, that i really want to dig deeper into is the fact that, you know, they aren't able to actually explain about safety issues because they're at the mercy of people rating them arbitrarily. this puts a crazy system that you would drive someone in your own vehicle while you're driving and so vulnerable -- we know that taxi drivers have put

in a lot of protection such as cameras and everything else because they have -- it has been ripe for them to be actually assaulted, right? and even though the drivers in these cases aren't really carrying cash and money as a lot of taxi drivers did in the past, it is still the fact that you have your back to somebody, and you are busy driving, and it could be in a very serious situation because you don't have any idea about the people that you're picking up. but i wanted to know when you were talking to folks about this if people have been assaulted or have had physical harm done to them, have they actually filed police reports? >> i'll let sergio speak to this and i'll have some other thoughts, as well. >> of the driver that brought it up, like i said, they called

me up after the interview and said this is embarrassing, but i want to tell you this because i think it's important. so after that -- he didn't report it to uber or lyft because in other instances, he's seen what the investigation process looks like. he's been reported for supposed intoxication. he was not, and so lyft deactivat deactivated him, and he was like, this didn't happen. what they were like was, okay. it was, like, 24-hour suspension, and they were like okay, this is fine. so his disillusionment with what the process looks like, he just believed that uber and lyft was not going to do anything about it. and no, they did not file a police report, either. >> chair fewer: okay. commissioner mar -- >> could i add an additional thought? >> chair fewer: yeah. >> yeah. in combination with a number of driver leaders with gig work

rising, this issue came up. and one story or one concern that was shared is if someone wants to file a police report per se, it can be difficult to get from uber or lyft the actual identity of their passenger. so uber and lyft might turnaround and say oh, you're going to need a warrant for that, so that makes a structural barrier for someone getting useful information into that police report. >> chair fewer: yeah. good point. commissioner mar, do you have any questions or comments? >> supervisor mar: thank you so much, guys, for doing this really important initial study, and i really look forward to the follow up study that's going to happen through lafco. i did have a question just whether you found that drivers were aware, you know, of the -- you know, the issue of independent contractor status versus, you know, permanent employee status and the dynamics, decision, and the

state bill, and now there's the recent nlrb ruling on this issue, too. so i was, like, wondering where the drivers were and whether you have any -- what kind of perspectives or -- that you got from the drivers on this question about independent contractor status. >> oh, yeah. we actually, a few days ago, had a follow up phone call with another driver leader with bgi workers rising, and they specifically said half of drivers don't care, aren't interested in knowing what their status or rights are and another half are passionate about it. the reason being that they explained that they're just focused on driving and earning their income. and part of the inherent nature of driving for a transportation network company is you're often very isolated from other drivers, so it's harder, except on an on-line platform with

real intention to go about sharing your stories and share your intention, and sergio's got something else to add. >> yeah. so i just, like, want to add in the slide that we had on work-life balance, it shows that two thirds of drivers appreciate the flexibility that they have with their schedule. how flexible is really is might be up for discussion, but when we were speaking with someone from uber and lyft -- well, one of the drivers, they were saying that if it means losing that flexibility that we become employees, we don't want to become employees. so that part is really important for them, and that's why the drivers are really split between do we want to stay independent contractors or become employees. >> chair fewer: did you also get an idea of how many drivers are driving full-time and how many part-time? >> so from the survey itself, it seemed like -- from what -- the number that i remember, it

seemed like half of drivers were driving full-time for uber and then a quarter were driving full-time for lyft. >> chair fewer: okay. >> the other thing that i mid might add in response to your question, commissioner mar is in the united kingdom, there's litigation over the subject that we're talking about, and that's some of what drivers are seeking is to be classified in the middle. but as we said, the independent contractor status is being abused here and it seems on a pretty large scale. so the question is do we categorize people as employees now and create a third category later and that's something we should consider on this subject. >> chair fewer: okay. thank you very much. now when is your class -- is your semester over?

>> yes. >> chair fewer: okay. i want to thank you, and i think on behalf of the whole lafco, thank you so much for this. this is as i said the tip of the iceberg but really gives us food for thought on our next steps and this information to be added also to the further studies that we're doing. thank you so much. we totally appreciate it. thank you. >> thank you for your time and consideration. thank you very much. >> chair fewer: so let's hear some public comment on this item. are there any members of the public that would like to speak? you have two minutes. >> all right. first of all, these situations where the drivers are considered contractors, it's a trick and device that's used by the management of the taxi drivers. you've got a different preferential treatment of different drivers, like the medallions.

i'd like to ask the students to study and ask the opinions of the medallions. they're being charged $250,000 to drive a taxi where other drivers are not being charged. it's differential treatment and it's discrimination based on race. i come to another hearing to speak on economically disadvantaged people, and before i know it i'm surrounded by 15 indian and arabic drivers that want me to speak out on behalf of them. as a result, when i get up and speak, i say it's a violation of their protective rights in the civil rights act of 1964 and equal rights pertaining to due process under the law. you've got a situation that some taxi drivers are not paying $250,000 for a medallion and other drivers that's paying that much money in order to drive a vehicle. as far as employment discrimination law, can't be

applied because the contractor, it's a loophole. you're using the wrong type of law. the true and correct law to use on that is corporate law, contract law because you signed a contract with the owners of that company. you violated the contract because you're not dealing in good faith and never had any intentions on reaching a legal agreement on this matter because you're undermining the drivers and they're paying all this money and you're red lining the areas where they can drive their taxis. you need to ask them about personal injuries, too, because a lot of them are paying a lot of money to drive the taxis. >> chair fewer: thank you, mr. wright. >> good afternoon. eric brooks with the local grassroots group our city. thanks to the students for this excellent research and presentation. i want to add another crucial deeper layer to the iceberg,

and that is the potential for a city -- a city issued cryptocurrency to solve this problem. all the problems that were raised in the presentation and all of the solutions can be programmed into a new type of cryptocurrency with something that uses a smart contract. if that was issued by the city and was required to be used by anyone that's working as a driver or anyone that's calling a ride, has a rider, you could program into that -- that sets up an automatic relationship directly between the driver and the rider. there's an automatic exchange. that eliminates the need for uber and lyft. it would just make those companies go away if it's spread all over the planet. there are already private companies that are working on creating cryptocurrencies like this. but if it was a city-issued

cryptocurrency, all the current rules that you put in the currency that are mandated in the exchange would be mandated by the city. by the way, this currency does not have to have the high energy use of bitcoin. this is a different type of currency. so the city could issue this, and i would actually urge some urgency on this because as i said, private companies are working on these type of cryptocurrencies to disrupt uber and lyft and airbnb, and if a private company does it first, then we have to deal with them skimming money off the top of the process. so i would urge you folks that are -- >> chair fewer: thank you, mr. brooks. seeing no further comment, public comment is now closed. [gavel]. >> chair fewer: so madam clerk, can you please call item seven.

>> clerk: yes, and for the record, there was no action tick taken on item four. item seven is director's report. >> chair fewer: mr. goebel, would it be okay if we continued this to the next meeting? okay. let's take public comment on item number seven. >> i want to talk about current events. i spoke up and demonstrated that 144 unit apartment building complex can be built in the embarcadero for $66 million, and a 66 unit

apartment complex can be built for $57 million. i demonstrated that 9 times 3 is 27 and each of these building is 27 stories tall. you get more bang for your buck building a 27 story apartment complex side by side with each of these two buildings which is already being built in mountain view and san mateo. you take a chunk of about 1,900 homeless people off the street by using this technique. and by using that technique, the homeless rate would decrease, and if you apply it to each and every location you want to build a navigation center, you'd have a less amount of people on the streets. sf viewer, please.

will you freeze my time? >> chair fewer: mr. wright, would you mind if we continued your public comment --

>> i'll tell you what? i'll just demonstrate the document myself. >> chair fewer: thank you, mr. wright. i appreciate it. >> that's okay. current events. in 2019, at the present time, there was a homeless census count. at the present, we've got 8,011 homeless people in the city and county of san francisco, okay? as you can see from the year of 2007 all the way up to the present, the numbers of homeless people population has been increasing. we have gotten statements from the mayor's office on housing, the mayor's office on homelessness that they're closing the gap on homelessness in san francisco. it's not true, and these figures clearly stipulate that. >> chair fewer: thank you, mr. wright. so we are doing public comment on the executive officer's

report, item number seven. public comment is next. >> yeah. eric brooks, san francisco green party, our city san francisco, and san francisco energy choice. so on the issue of renewable energy specialist and contractor, it would be good just to get a sense from the executive officer and maybe the commissioners that are in the loop on this as to the reason for the postponement. and i also wanted to say that when you hire or whatever firm you hire for this, it is very important that the first thing on the list for that contractor to work on is -- is the citywide local buildout plan, so i'm hoping that -- i've already spoken privately with executive officer goebel about that, and that's what the advocates would like to see is for that to be -- as soon as we hire that person, then, the

next thing they should be working on is the local r.f.p. for the planning. >> chair fewer: thank you very much, mr. brooks. seeing no more public comment, public comment is closed. next item, please. >> clerk: item 8 is public comment. there was no objectiaction tak item 7. >> i take it there was no action taken on item 6? >> chair fewer: mr. wright, we did take action on it. we approved it. >> i would like you to -- to see you get into public housing since you've got million to -- millions to spend. the way you're taking care of business by spending money only in shelters instead of

permanent housing, you're only wasting money. it's been projected that you would have an additional negative cash flow again if you keep spending money like you're doing. $643.9 million has been forecast within five years if you keep taking care of business the way you're doing, okay? by housing the homeless people and giving them permanent housing, you'll cut down on the expenses as far as treatments and the medical services, going to san francisco general hospital, services by the sheriff's department, by the direct housing program, mental health services, and ageing services for the people of san francisco. i want to call it to your attention that he hyou had an 8 -- that you had an $88.2 million cash flow last year. you had an $88.2 million cash

flow problem when the current administration took over. the $9 billion in that account that came because of tax cuts and tax cuts regulations and multimillion dollar companies located overseas who were avoiding taxes came back to the united states is the reason why every state overall in the united states of america has millions of dollars in their account. if you don't start spending moneywisely, you're going to end up with that kind of negative cash flow again. >> chair fewer: thank you very much, mr. wright. seeing no further public comment, public comment is closed. madam clerk, can you read the next item. >> clerk: item nine, future agenda items. >> chair fewer: any items? seeing none, let's open it up to public comment.

mr. brooks? >> eric brooks, our city san francisco, and clean energy san francisco. it's up to san francisco to do this, and so it's crucial that we get the public -- we can be the first in public to get a public bank. if we did, it would be amazing. the cryptocurrency thing, the best way to issue that would be through a public bank, so i just want to bring that up and make sure that's on the table and hopefully we get that on a near term agenda because it looks like it's going to be up to san francisco and not los angeles to get this done. thanks. >> chair fewer: thank you, mr. brooks. >> i'd like to see interest be put into the juvenile hall, as well. there's only 30 people that's

in the juvenile detention center, and i object to minors who have a behavior problem when they're coming from a dysfunctional home. that that's not the correct way to treat people when they have an unfortunate situation in their family. places being shutdown, and on further review, i found out that place has the amount of square footage that's on or about the size of mission rock. i move to incorporate the fact that you could build on or about 1,000 to 2,000 apartment building complexes there, you can make a john o'connell-style vocational program for people, adolescent kids who come from a dysfunctional family. and instead of them being in a situation like they're being a

criminal, you can put them in a training program. it's made headline news about how the places being shutdown, and the amount of square footage that is located in that area and not being utilized with the type of homeless population that we've got of on or about 8,011 is no excuse for a city with the type of resources, land, and leadership that you claim that you want to help. it's counter productive. it's counter productive, so i had -- i'd like to have that included in a public agenda, and included in that, the response that i provided, you build the two towers and instead of having developers in the process for profit. i did a demonstration with walton about that that saves --

>> chair fewer: okay. thank you mr. wright. thank you very much. seeing no further public comment, public comment is closed. madam clerk, do we have any other business today? >> clerk: we have no further questions today. >> chair fewer: on behalf of all the commissioners, i'd like to thank all the students. there's a small celebration in room 208. commissioners, i'd ask you -- you are invited to attend. i have another meeting that i have to get to, but i'd ask that you attend. thank you, colleagues. this meeting is adjourned.

in this san francisco office, there are about 1400 employees. and they're working in roughly 400,000 square feet. we were especially pleased that cleanpowersf offers the super green 100% clean energy, not only for commercial entities like ours, but also for residents of the city of san francisco. we were pleased with the package of services they offered and we're now encouraging our employees who have residence in san francisco to sign on as well. we didn't have any interruption of service or any problems with the switch over to cleanpowersf. this clean power opportunity reflects that. i would encourage any large

business in san francisco to seriously consider converting and upgrading to the cleanpowersf service. it's good for the environment, it's good for business and it's good for the community. better. san francisco department of environment is a place where climate hits the street. we know that we don't have all the answers. we need to support our local champions, our local community to find creative solutions and innovations that help us get to zero waste. >> zero waste is sending nothing to landfill or incineration, using reuse and recovery and prevention as ways to achieve zero waste.

the grant program is a grant program specifically for nonprofits in san francisco to divert material from landfill. it's important to find the san francisco produce market because there's a lot of edible food that can be diverted and they need positions to capture that food and focus on food recovery. >> san francisco produce market is a resource that connects farmers and their produce with businesses in the bay area. i think it's a basic human right to have access to healthy foods, and all of this food here is available. it's a matter of creating the infrastructure, creating jobs, and the system whereby none of this goes to waste. since the beginning of our program in july 2016 to date, we've donated over 1 million

pounds of produce to our community partners, and that's resulted in over 900,000 meals to people in our community, which we're very proud of. >> carolyn at the san francisco produce market texts with old produce that's available. the produce is always excellent. we get things like broccoli, brussels sprouts, bell peppers. everything that we use is nice and fresh, so when our clients get it, they really enjoy it, and it's important to me to feel good about what i do, and working in programs such as this really provides that for me. it's helping people. that's what it's really about, and i really enjoy that. >> the work at the produce market for me representing the intersection between environment and community, and when we are

working at that intersection, when we are using our resources and our passion and our energy to heal the planet and feed the people, nothing gets better than

>> 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. ♪ >> hi. my name is carmen chiu, san francisco's elected assessor. when i meet with seniors in the community, they're thinking about the future. some want to down size or move to a new neighborhood that's closer to family, but they also worry that making such a change will increase their property taxes. that's why i want to share with you a property tax saving

program called proposition 60. so how does this work? prop 60 was passed in 1986 to allow seniors who are 55 years and older to keep their prop 13 value, even when they move into a new home. under prop 13 law, property growth is limited to 2% growth a year. but when ownership changes the law requires that we reassess the value to new market value. compared to your existing home, which was benefited from the -- which has benefited from the prop 13 growth limit on taxable value, the new limit on the replacement home would likely be higher. that's where prop 60 comes in. prop 60 recognizes that seniors on fixed income may not be able to afford higher taxes so it allows them to carryover their existing prop 13 value to their new home which means seniors can continue to pay their prop

13 tax values as if they had never moved. remember, the prop 60 is a one time tax benefit, and the property value must be equal to or below around your replacement home. if you plan to purchase your new home before selling your existing home, please make sure that your new home is at the same price or cheaper than your existing home. this means that if your existing home is worth $1 million in market value, your new home must be $1 million or below. if you're looking to purchase and sell within a year, were you nur home must not be at a value that is worth more than 105% of your exist egging home. which means if you sell your old home for $1 million, and you buy a home within one year,

your new home should not be worth more than $1.15 million. if you sell your existing home at $1 million and buy a replacement between year one and two, it should be no more than $1.1 million. know that your ability to participate in this program expires after two years. you will not be able to receive prop 60 tax benefits if you cannot make the purchase within two years. so benefit from this tax savings program, you have to apply. just download the prop 60 form from our website and submit it to our office. for more, visit our website, sfassessor.org,

>> if everyone would please rise and join us in the pledge of allegiance. [ pledge of allegiance ] >> roll call please. [ roll call ] >> why don't we call item number three please. >> action item closed session.