broad broader platform for reform could be addressed properly. the airport has started development of a new taxi virtual queue and has once again established an advisory group to provide feedback. it is expected that the taxi queue may be available for implementation in 2020. goes clue by maximizing revenue, reducing congestion by ensuring taxi supply does not exceed lot capacity, reduce emissions from idling taxis, and ensure supply during peak times. the airport will continue to work with the taxi industry and continue to provide input on how the medallions are affecting operations. thank you for the opportunity to share this information with

you. i'd be happy to answer any questions. >> supervisor safai: thank you, miss chong. supervisor peskin, do you have any questions, or supervisor fewer? >> chair peskin: so i'm looking forward to the actual presentation on how the first 90 days numbers looks like, and i've reviewed the slide deck that you'll be -- or the m.t.a. will be showing us, but a little while ago, on s.f. gated, popped up an article last evening, which is of course your highest peak of the week, sunday nights, being somewhat chaotic, and i realize this is at the infancy of the second phase of this program. but would you like to address that at all? >> we did have some issues -- well, serious issues last night with congestion in and out of the garage.

understand that -- between 9:00 and midnight has been problematic for us even when t.n.c.s were on the road ways. we are looking at the road ways and how we can mitigation that. we think that some of it is a driver education, and some of them are not familiar with the garage, so i believe some of that will be osmed over time -- will be solved over time, and we will be looking a close look at that going forward. >> chair peskin: in relation to that, are the platforms, uber and lyft trying to educate their drivers or are you working directly with them so they can educate their drivers on the situation? >> yes.

all three drivers have committed to educating their drivers. we have tents setup to educate drivers, and we created our own video on youtube to have them watch. so we're doing all we can to help the drivers understand how the system works. >> chair peskin: and back to the queue because this is something that i'm interested and concerned about, and i'm sure that my colleagues share the same concerns, the queue, part of what we are trying to incent is people serving taxi drivers serving the city serving the airport. when do you think this will

actually be effectuated? >> we weare aiming for summer next year. we have a developer on hand, but we want to make sure we have industry feedback before we put out what the app should look like. >> chair peskin: thank you, miss chong. supervisor fewer? >> supervisor fewer: yes. i just wanted to make sure i got these numbers right, that in 2017, pick ups were 70% -- >> no, they're 50%. >> supervisor fewer: and then, we heard at another hearing that number was approximately 880,000 pick ups in one-way trips -- >> those are pick ups and dropoffs combined. it's in the high 800,000s for

pickups and dropoffs. >> supervisor fewer: and have you had any feedback on b.a.r.t. ridership? >> we've been working with b.a.r.t. to try to improve conditions, but we have seen a decline in passenger b.a.r.t. usage. >> supervisor fewer: and what kind of number have you seen? >> i'm sorry. i don't have that number off the top of my head. >> supervisor fewer: okay. i imagine we can get that from m.t.a. thank you for your time. >> supervisor safai: i think it's important to note from some of the statistics that i've seen presented, almost 40% of people that are in the city, in taxi or otherwise, is generated by -- 40% of the income of drivers that are in

the city, taxi or others, is generated by the airport. because we have that significant leverage, it's important that not only you're working with the m.t.a., but you're working with this body in particular and the members that are part of this body that care deeply about this. because i think that the lesson that i've gotten from this presentation and working in the industry, this is a minefield to step into. although it is a minefield, it's important for the city that we get it right, and it's important for the people, as we've talked about today, and we'll hear from the people that have come out. but the lesson is we're not going to go back to what it was. we're not going to go back to a situation where people just sit all day at the airport and wait to take people back to where

they want to go. we're not going to just support the taxis on the road, but we're going to support the taxis there because they fill an important role, and we haven't seen the initiative taken -- taxis play an important role. in emergencies, when you need to get off a plane immediately, which i never imagined i would, i needed to have something like that there as an option that would never be replaced. so i would say continue to work with us so we can get an update in terms of what it looks like. i know that june 5 was the

first time, and we're going to get some education, but this is the first time in our city that the ride hails are being regulated, and they're being told to do something that was not in their control. they were asked to move to a parking structure, so there's going to be push back, and there's going to be people that refuse to adjust, so we need to know on your part what you're going to do. are there fees -- i know that every time someone comes into your airport, a fee is collected. but we need to know what penalties there are going to be if people don't participate, and that's something to think about. because if something is not going to follow the rules, then there has to be a way to refer that person to the company and to the airport, so we need to understand how that's going to play out. >> and we do. so there are administrative fines that are issued daily to drivers violating any of the rules of the permit that are there, whether they're picking up or dropping off in the wrong

location, or as simple as not having a placard in their car that's required. >> supervisor safai: and that's good to get that on the record. we're trying to get this flow good for everybody. if there's no other questions -- oh, supervisor mar. >> supervisor mar: thank you. >> supervisor safai: sorry. >> supervisor mar: i just had one question prior to sort of this new rule of having t.n.c.s do their pickups in the garage. were there other rules considered on the t.n.c.s on the airport? >> yes. so since t.n.c.s have started and grown, we have certain doors and curb side that they were able to pick up on, and limit them, so customers would go to those doors. that was the first traffic calming effort that we tried, and it just wasn't enough to

manage during those peak times. >> supervisor mar: and were there other regulations that have been considered but not pursued at this time? >> i think the garage has been our main relief valve that we saw for the domestic terminals. as we said in the international terminal, we put them at the curb. we don't have that in the domestic terminal, and we're managing a large group of vehicles, but accessing the road ways, and how the customers are getting to and from the road ways. we did consider the arrivals level, but that wouldn't help us on the p.m. peak time, either. >> supervisor mar: thank you. >> supervisor safai: did you have another question? >> supervisor fewer: i have one question. so i see that we're trying to do this, and it's not -- and it's really, i think, from the airport's point of view, it's really about the congestion, and the congestion that all of

these single rides have caused. but i'm still wondering, if you still feel like you have congestion, how far can we go on this on regulated t.n.c.s? can we completely regulate t.n.c.s pickup and dropoff? is that something that we're able to do or is that something that we're unable to do? >> i'm not sure without asking legal if i can say that we can do that. my understanding is it's not something that we can do because of the choices. we offer a wide variety of choices to customers and the public. and what we found before the cpuc regulations were in place, the t.n.c.s were operating at the airport, and that it was something that the public wanted to and from the airport. so we'd risk getting into a situation where they're not regulated at all and we'd have

difficulties enforcing against them, reason if they took their dress off and decided to hide, it would be difficult to judge if they're doing a transaction. >> chair peskin: and in san mateo county, we probably need an m.o.u. with san mateo law enforcement. that's not legal advice because i'm not a lawyer, but i think that might be the answer. >> okay. i can try to get an answer, but i don't know if we can restrict them fully. >> supervisor fewer: well, it's my opinion, and i might be alone in this, we might try to push this as far as we can to eliminate their access to the airport. we have how muany millions and millions of dollars in transportation to the airport, and taxi drivers that are losing their livlihood, so i

get that the public wants that immediately. it may be that the public, instead of just going to the curb -- i mean, they want to go to the curb and get a taxi. if they want to make a few more steps, they might have to take a shuttle bus. like, i'm going to be honest. we should try to push it as far as we can. but having heard from aaron peskin that it is san mateo county, i know that this is just beginning now, but i'd love to see the impact of this. but if this is the only place that we can regulate, then i think we should regulate it, and we should do everything in our power to regulate it. you might see it differently because you have to worry about customers. we're worried about the livlihood of people. >> supervisor safai: thank you.

we'll call you up if we have any questions. next speaker is miss toran. >> chair peskin: kate toran, thank you. >> my name is kate toran, and i want to thank sfmta for the implementation of these new taxi rules. and i'm here today to report on the -- our progress related to our new taxi rules at s.f.o. which were implemented on february 1. and before doing that, i'm just going to give some background just to make sure we all have the same context. okay. i want to start off with the important role of the taxi

industry? the taxi industry has a lot of pride and has been part of our paratransit program for many years. it's actually been part of paratransit since 1981. we've had wheelchair accessible ramp taxi service since 1994. taxis provide the only level of on-demand service where you can have a street hail. there are a higher level of safety in the taxi industry. drug and alcohol checks, background checks. our background investigators review and investigate every sing single complaint that comes in through 311. we have professional drivers. we're proud of our clean air fleet. we have 95% clean air vehicles at this time, and taxis are part of our commitment -- it's

a safety net service. taxis are required to serve all neighborhoods. you don't need a smart phone or a credit card to take a taxi. taxi fares are regulated, and as i started, taxis serve seniors and people with disabilities as part of our paratransit program. quick snapshot of the taxi industry. we have 24 companies and color schemes. we have 8 dispatch companies. we have 1474 medallions in service, and we have about 14,000 active drivers. this taxi timeline is important to spend a minute talking about? prior to 1978, medallions were freely transferrable, and there was no driving requirement, and

individuals or entities could hold more one medallion. when individuals and voters voted in 1978, it established a new regulatory framework, and medallions at that time were no longer freely transferrable. they had to be held by an individual, a driver -- taxi driver, and they were earned based on seniority on a waiting list. and so that was established in 1978. up until 2009, when the voters voted prop a in 2007, and then, 2009, the board of supervisors shifted the regulation of the taxi industry to the sfmta, and so right directly prior to that, the taxi commission had oversight of the taxi industry. and what's important to note here is that i think some of the challenges we talked about

earlier, that new regulatory frameworks were put in place, and yet exiting medallions -- existing medallions continued to operate. so we just layered in new medallion types and ended up with very complicated, complex classes of medallions. and in 2010, the m.t.a. engaged in medallion reform. and if you note on the timeline that this was the very same year uber black launches in san francisco. so as the m.t.a. is launching the medallion failed pilot program again, the world is changing in the transportation sector. who would have known, but looking back on it, we can see this timeline really helps depict the challenges that we are now facing. also, in 2012, when that medallion failed pilot program became the permanent program,

that's when uber x, inside lyft launched. here is what you were looking for earlier. so currently, we have 79 corporate medallion holders. you'll see that on the left side of the slide, held by 22 corpses. we have 172 pre-k medallions held by 133 individuals. we won't have a quiz on this at the end, and maybe my point of this is the complexity. also, the terminology, we shift over into the 1978 framework to 2009, and we have post-k medallions, sometimes referred to as k, pre-k, post-k. we have 158 earned drivers, and many times, drivers talk about

the sweat equity for that medallion, but there was no charge for the medallion. again, under the fail medallion program, they were sold for $125,000. i often get this question, well, who benefited from the medallion sales? m.t.a. made a lot of money. and i think it's important to note that more money from the medallions went back into the taxi industry than to m.t.a. abo $63 million did go to the m.t.a. from medallion service, and that did help transit service coming out of the recession, 2009-2010. so medallions have been a long topic of conversation.

there have been many efforts to level the playing field. we take our duty seriously, the historical c historical context, and the current reverberations from that context. we have been engaged with many years with reducing fees in the taxi sector. so we've reduced over $10 million worth of taxi fees. we've eliminated certain fees, we've engaged in regulatory reform, so we've changed color scheme requirements. you name it, we've looked at it. we want to make sure the existing regulations reflect what are the best set of regulations to provide a safe service to customers and to allow the industry to compete. we have a very robust ramp taxi incentive program.

we have two $10 per trip ramp taxi trip, and ramp taxi drivers can earn up to $600 a month for the purchase of a new vehicle and ongoing operations. we've also engaged for many years, and chair peskin noted, director hayashi, the work on t the public utilities commissions. we've committed over 40 sets of briefs on taxi regulation to the california public utilities commission. we've also engaged with a nationally known taxi industry research firm, and this came partly out of a 2016 medallion reform effort, which at that

time, many in the industry thought was premature, and they asked that, you know, hey, don't move forward with these recommendations. please take a moment to study the taxi industry. and so we engaged with p.f.m. schaller, and they evaluated the health of the taxi industry, and they recommended some potential regulatory changes. and some of the three important finding from the report. one is that the purchased medallion holders is suffering the most financially, and this slide points that out. they have invested the most, for the most part, $250,000, and yet, they earn the least. we can see here from the report, that these are individuals who paid $250,000 for a taxi medallion earn an estimated 38,000 a year, while

drivers who don't hold earn approximately $52,000. we've had 174 closures with the purchased medallions. >> chair peskin: you mean foreclosures. those are not closures, those are foreclosures. >> yeah. and this is why we've focused the majority of our reforms on the purchased medallion holder class. and i always get that question, well, other medallion holders are suffering, as well. and that's right. we have to balance and use the levers that we have in front of us to set our policy goals. this is a slide -- i'm not going to read through it, but i just want you to know that this is the medallion form outreach from 2016. we engaged in approximate ovov.

many in the industry requested a study at that time. we did the study, and then, from that study, we established some recommendations, and we brought that to the board, and the board recommended a number of regulations. they evaluated the driving requirement for medallion holders, allowing people to hold up to 50 medallions. and also at that time, the m.t.a. board authorized the director of transportation to set the rules for medallion pickups at s.f.o., and that's the main topic here today. something also staff brought to the m.t.a. board in october was

the nonrenewal of corporate and pre-k medallions. and that was not approved last year, and staff does not have plans to bring that back before the board. okay. so the s.f.o. rules. our starting point on the s.f.o. rules is that we would eliminate or prohibit all other medallion types except purchased medallions from picking up at s.f.o. that's our starting point. that's what we had vetted, and we heard a lot from the industry, that's not fair, and different stakeholders, different medallion holders made their case, so what we did was established the current rules. so we're trying to be clear with what we're trying to accomplish and yet be responsive to the industry. now, purchased medallion holders would still be prioritized for pickups at

s.f.o., and the post-k medallions would still have access, so they'd have standard access to s.f.o. and then, the pre-k, 8,000s, and spares would be prohibited. and we have a limited number based on wheelchair pick ups. we also, when we were starting out, established a phase two. we didn't know what would happen with the rules because, you know, many unknowns, we hadn't tried this before. so working with our partners at s.f.o., we articulated an optional phase 2 if necessary, that if post-k medallions were real really flooding s.f.o., and the congestion, and we continued to see problems, that we would go

to an odd-even-type situation to help manage the flow of post-k medallions. we are not implementing the phase 2 at this time. we are not seeing the need for it, and we discussed the fapha 3, and that is the virtual pickup at s.f.o., which is the smart use of technology to help ensure that taxis are available for pickups at s.f.o. if needed, which has never been a problem, but it's nice to know that they're needed, or they can serve the city while they're waiting for their trip at s.f.o. so again, i talked about articulating what our policy go goals are.

we a we articulated our policy goals, and then, the associated metrics. how will we measure success? well, our first goal is medallions, and we measure the success there. we want to decrease wait times, increase pick ups at s.f.o. take a look at the picture on the slide that is the taxi pit at s.f.o. we have a situation where taxis wait hours on end for that one ride at s.f.o., and that depletes the availability in the city proper. this has been an age-old concern for us. so by eliminating medallion types that can pickup at

s.f.o., we thought we'd like to see a 5% increase, but we targeted the increase in pickups at s.f.o. at 5%. and then, we want to incentivize our rent taamp tax trips, and if drivers meet those pickups, there's a short trip to s.f.o., and that has a really significant value. okay. s.f.o. congestion. this is a reoccurring theme. i looked up a few old reports, one from 1998. the airport should not be a vast holding area. again, look at the picture. those are taxis that are not serving pick up in the city. from a report in 1990, when there were 140 spaces for taxis

at s.f.o., cabs were waiting an hour, 1.5 hours before getting into the pick up zone. i want to say out of the zone, we hit four out of our five metrics in the first three months. so our goal of reducing wait times at s.f.o. for purchased medallion holders, you can see,

has been reduced 27%. and what we did is we compared the same period in 2017 to 2019. so our s.f.o. rules have been in place for three months, february, march, and april in 2019. we looked at those same months in 2018 so we could account for seasonality. [please stand by]

. >> under our goal to bring more taxi service to san francisco proper, this is attempting to reverse a long-standing

trend -- [please stand by]. >> -- we increased to 20%, and including our general public wheelchair trips, that number's increased 38%, and that's reversing a long-standing decline, as well. i think that's important to note. ramp taxi trips have been declining year over year, you can see to the lower left of the slide, and so turning that around has been really important. we also created a way to track general public wheelchair trips, so this is exciting for staff, and we are seeing that more general wheelchair trips are being reported to us. we are being audited, and we are going to add an incentive for those public wheelchair

trips. taxi congestion has been reduced at s.f.o. here we go, congestion again. so when there are too many taxis and there aren't enough spots in the lot, what happens is the s.f.o. starters have to turn those taxis back. and typically, instead of going back and serving the customers in the city that need taxis, the drivers typically circle. so this -- part of reducing taxi congestion is part of the overall solution at s.f.o., when we've seen with these new -- within the first three months of the new policies that in the new rules that the turn

backs have declined from 11% to 6%. we have a rebait plan. drivers can earn up to $3500 in rebate, depending on the type of clean air vehicle. the taxi commission voted to reduce the taxi pick up fee at s.f.o. from $5 to $4.50, and drivers are able to pass through the costs, so that reduces the fee 50%.

again, the virtual queue, this is really important to -- so that taxi drivers can serve the city and s.f.o.

we're working on adding incentives. we're adding an incentive for wheelchair pick ups, and also adding an incentive for night time pick ups and pick ups in o outlying areas and medical facilities. we're working to pilot taxi trips for city employees, and again, we need the pilot to be updated. in order to be able to spend city funds on these types of trips, they need to be auditable, so the taxi drivers need to be on the app, and they need to be a city vendor. my group is working on establishing a campaign. we've heard that is something the industry wants, and so

we're looking to see how we can move that forward. and i think i've talked enough. i'm happy to answer any questions, and if there's anything i missed, please let me know. >> chair peskin: miss toran, i want to thank you for your presentation and for some data. in the old days before t.n.c., there were three stools to the taxi scheme. there was the color schemes, the old drivers, and the k-permit drivers. that was actually a fourth leg to that stool that was not represented, and that was the consumers. in today's landscape, it is

infinitely more complicated, and just to have clear data, it's infinitely helpful to -- i don't want to say a decision maker, but i can urge you, and my colleagues and six of my colleagues -- or five of my colleagues can change that, but i won't go into that. i've got some questions that supervisor fewer wanted to ask but had to go to another meeting. i'm going to turn it over to supervisor safai, and then, i've got a robust list of questions to ask you. >> supervisor safai: i don't mind bouncing back and forth.

thank you for the time. i know that 90 days is a quick turnaround, although in this instance, we necessitated getting a clear picture. i think one of the goals that we had also was that we weren't going to display some existing, whether they were earned or not earned or pre-k or whatever in exchange for this idea that we're going to decrease the amount of time that anyone can go to the airport that's a taxi holder. i think it sounds like we need to have some serious conversations about the virtual queue, and i think the taxi industry should be involved in having to shape that. i think we need to talk about reducing some additional fees, if possible, for taxis to go to the airport. but again, i want to hear from the body of people that are here today. one of the things that i wanted to ask you is -- so after looking at this data after 90 days. why do you think we have an

increase in the amount of taxis on the streets of san francisco? that's an important goal. it's not just about the airport, but it's about serving the citizens of san francisco, and some of the things that you pointed out was yet, there's more medallions back on the streets, drivers back on the streets, but i just want to hear a little bit more about that. so we can dive in a little bit deeper. >> sure. so the foreclosed medallions that are going back on the street, they are being run by yellow cab. >> supervisor safai: right. that's what i meant. they were bought by a company, and they're being driven by drivers. so i just want to talk about that a little bit more. and then, the other thing i wanted to say was why do you think that we haven't increased the number of drivers on the

streets of san francisco, and how do we increase the number of drivers on the streets of san francisco? >> sure. and yellow is leasing an agreement with the credit union. but i think that's an age-old question, and i think that's -- >> supervisor safai: hold on a second. please, i just want to reiterate the rules of the chamber. if you don't approve of something, it's fine to put your hands -- thumbs down. it's fine to wave your hands, but we can't have outbursts. we want to hear from you. we all know you're going to have your opportunity to speak at public comment, but we want to be respectful and follow the decorum of the chamber. >> sure. that's a good question, and it's an age-old question.

i think it's something that many drivers will say there's no taxi business in the city, t.n.c.s have it all, and so i have to go to s.f.o. so we hear that, but one thing, looking at the data -- and some of it surprised me, and so we're happy to be able to paint a clear picture. we are seeing that the purchased medallion holders are serving s.f.o. almost exclusively, and so having a mix of types of trips will be helpful. we also noticed something just this morning which i didn't think could be true at all, and i was very surprised about. k medallions have also increased their trips at s.f.o. so we have a 50% increased of k medallions serving s.f.o. >> supervisor safai: that's the

post-k? >> yeah. >> supervisor safai: so the 558? >> yeah. so i think those factors go into play -- >> supervisor safai: go ahead. >> so i think that embracing the concept of a san francisco taxi driver, i serve the city, and the airport is a part of that service, i think will be helpful to shifting some of these dynamics. >> supervisor safai: supervisor peskin. >> chair peskin: when i started, that practice was called dead heading to the airport. that practice is long gone. and first, i want to start with a question from supervisor fewer who -- questions, and i share her concern about why -- after what we've experienced relative to the sale of over

600 purchased medallions, why we're continuing to sell them or make them available for purchase. >> supervisor safai: is that true? >> yeah. so we still have an existing medallion sale program. we haven't had a sale since april 2016. >> supervisor peskin: so why do we continue with the fiction that they're available at this time? >> well, we still see a great value in the taxi industry and in this program, and so this is part of the -- the program we're working to support, and there is value. >> supervisor safai: but can i just jump in on that point? >> chair peskin: sure. >> supervisor safai: i think part of your goal in this program was to increase the likelihood of more revenue for people that purchased the medallions. by continuing to sell them, you'd be undermining by what you're trying to do by increasing the amount of people that have access to the airport. >> well, i think there will be a point of diminishing returns, but i think the most efficient

way to manage the resources at s.f.o. is by the virtual queue where if i'm a p medallion holder -- purchased medallion holder, i can still serve the city -- >> supervisor safai: no, i get that. and that seems like that's going to be a debated conversation. it doesn't make sense that you would want to continue to sell medallions when you've got ones that have decreased in value. >> chair peskin: this may be a semantical issue -- >> are you talking about the 73 medallions that yellow is now running. >> chair peskin: no, any additional. so number one, net-net, this doesn't matter because for three years, no one has purchased one even though they could. but i actually think that the

right signal to the market -- and i appreciate your bullishness that things will return, and i think that's the right way of thinking. but having said that -- and this is a suggestion, which is all i can do, and this is my fault because of prop a, is that there actually be a declaration that for a period of time that as we are putting these reforms in place, some of which are being embraced, some of which are getting lots of thumbs down, is that we actually declare is that there's a moratorium -- it's six of one, half a dozen of the other because the market is not absorbing them, any way. i want to ask a question, and supervisor safai just kind of touched on it, which is if we were to expedite the virtual

queue, which i realize that many of the people in this room do not like, and i understand that, as i said earlier, you're going to go slow and say hello and socialize the process. how fast could that actually technically happen? >> well, i think that's a question for s.f.o. they're leading the project, and i know it takes them time. it does even -- there's a vetting process, but there's a feedback process to make sure as we establish this new app, that it works for the intended purpose. so i do believe s.f.o. is really working as hard as they can, and that unfortunately, the 2017 version of the virtual queue didn't go through at that time. but it was all teed up, ready to go in 2017, and it didn't go anywhere because of the taxi opposition. so i do believe s.f.o. is working as hard as they can.

they've put together a taxi -- i believe a taxi committee to help given put. >> chair peskin: okay. i will, after we're done talking to you. one of the things in your slide deck is a taxi campaign. what is that? >> well, that's something we need to structure carefully. there are a couple tricky areas. one is we don't want to select one color scheme over another or one group over another, so we have to think globally, taxi as an industry. and also, in terms of marketing, you need your product, your placement.

there's certain strictures by which you do your marketing. it's how do we emphasize the marketing of the taxi industry. as we talk about the positives of the industry, you know, really look at customer service and why taxis are the better alternative. >> chair peskin: i appreciate that. to the couple of folks from the taxi industry who just gave thumbs down on that, i just have to respectfully disagree with that. if the city and county of san francisco would want to increase business for your industry, i would think that

you'd want that. i think s.f.o. has been remarkably helpful in this. part of it really begins here. -- and i was like wow, that is exactly what increasing taxi advertising should look like,

so i would like to bring my staff, mr. hepner, up to share a few images. i realize this is a departure from asking questions, but if mr. hepner, if you could show us what they do at baggage claim, where a disembarking passenger at j.f.k. goes, and they get this image. and to those of you in the industry who give a thumbs down, i hope you'll change your mind and give a thumbs up. everybody but one person from the industry is giving a thumbs up, so i feel like we've made progress. this is what the inside of j.f.k. looks like. big, yellow and black advertisements. they don't say t.n.c., they don't say uber, they say taxi, that way. all right. next image, please. and there's what happens when

you walk out of the terminal. so i am, in addition to virtual queueing, going to ask s.f.o. about that. don't worry, this is not going to be like renaming one of your terminals. miss toran, come back up. >> and that was great. we would like to look to new york as a model we can use. >> chair peskin: thank you for that. i really appreciated seeing it at a global level. in your presentation, you had indicated that you had reduced fees to the industry by a little over $10 million, $10.2 million.

are you contemplating for the coming year any reduction or waiver of fees? >> not for this budget cycle. we reduced it for the last budget cycle, and we reduced the post-k medallion renewal by 50%. >> chair peskin: thank you for that answer. and in the area of what i call price predictability -- by the way, i will say for the record i do not have an uber or lyft application on my phone, and i have never been in an uber or lyft or sidecar or wyngs -- i think sidecar is no more. but i think predictability is part of what motivates users. i will tell you i have sat in the back of a taxi cab as my

heart rate continued to increase from $38 to $42, and the taxi driver was getting happier with the increase. if there's some way to do price predictability, is there a way that when i get out of the terminal, and it's congested, and the cab is likely to be stuck on the 280 or whatever it is, i am guaranteed to get to wherever i'm going on 50, or i am going to be guaranteed to get there in 15 minutes or for

$30. is there a way to do that? >> yeah. right now, the driver can charge less than the metered amount, so it's up to the individual driver. the way you framed it, there's typically not an incentive for the driver to charge less than the meter amount, but it is allowable. so if a driver wants to, you know, say hey, 20 from here to there, and it's typically a $30 ride, that is allowable, but that is governed at the driver level. we could discuss and we have discussed with color schemes having that at the color scheme level. this is something we're happy to revisit, but again, we need that active partnership with the taxi industry to really take on some changes.

>> chair peskin: i'm going to touch on that. i do want to make one announcement, which is unfortunately supervisor safai has to leave, and i am going to have to leave, so if there is anybody here for item number 3, miss hale, and i asked my staff to tell you this, miss scarpulla, and people from the p.u.c., we want to have an equally number hearing on item number 3, i am going to call that ithearing in accordance wh law, and i am going to continue that item because there is no way with all the public comment that we're about to get, and i apologize. it looks like you can go back to your office across the street, and i apologize. and if there are any members of the public who are here for that, you will be given an

opportunity to testify, but it would be better if you came back next week where we're going to have a marathon hearing. i've instructed supervisor haney and supervisor safai that we're going to have a marathon on my birthday, land use hearing. [please stand by]