i want to thank the federal transit administration of sharing our vision for strengthening transit.ally yours, congresswoman jackie spear. [applause] >> as grateful as we are for the support from washington, the support locally is important, too, and counties around the bay area have stepped up in terms of transportation, certainly, including san francisco, where the voters have approved an reauthorize the have cent sales tax. that will fund a significant part of muni's capital needs, as well as other parts of the transportation infrastructure of the city. that is managed by the san francisco transportation authority. we are pleased to have our partner in transportation here in san francisco, executive director jose luis moscovich. [applause] >> good morning. let me clarify. i am here representing the chairman of the board -- san francisco county transportation authority commissioner and border supervisors, member david campos, who is not able to attend today. i will be wearing four hats. my own, commissioner campos' hat as the chair of the board, board supervisors, and also as a re

mission plaza will be shared by the transit tower and the new station.he current design features redwood trees, california's: state tree, reaching upward toward the plaza's canopy above. an exciting feature proposed by the architect is a funicular as one of the ways to access the rooftop parking. the mission plaza leads into the grand hall on the ground level of the new transit center. it is a very light and open space which welcomes the public to the regional and state wide transit system. it features a floor designed by a san francisco artist and incorporates a comic images of california poppies. it serves as an ascetic feature and element of the building's structure. from the bus back levels, passengers will be greeted by permanent sine installation. buses and amtrak shuttle buses will operate in this light and modern facility. the vision is a safe, efficient, convenient, seamless station surrounded by the densest and a most beautiful urban neighborhood in the bay area. this vibrant new neighborhood will include seven residential towers within the tra

the new transit center is five levels. >> the morning, commissioners. i'm with e transit center district plan. i will take you through an overview of the plan itself. you've just seen a beautiful video and i will start with a brief background on how we got to where we are today. the planning director remarked a little bit on history with the downtown plan. the plan was adopted in 1985 and is a renowned milestone for shaping the downtown tselinograd today. it was promised on a compact, walkable, transit-oriented downtown, a sustainable economic vision for the city's growth. at the time, market street was at the southern edge of downtown and through that effort, policies were made to shift the balance of growth to relieve pressure on historic resources as well as the neighborhood's surrounding historic financial district. the vision for 30 years has been to increase the density and the concentration of growth around the trends bay terminal. there was not yet a vision for this modern facility that we are investing in today. at the time, the highest heights

the public transit. the goals around public transit really are to improve the oaf all experience for public transit, walking to and from stops, waiting at the stops, experience riding transit, to make transit less prone to delay and makes the wait more pleasant. i should mention that both of the options that i'm about to discuss would -- both involve stop locations and spacing and some proposals around that. boarding islands that would be i had wider and up to current accessibility code, and local service at the curb is maintained in both of these options. so alternative one is what we're calling the enhanced local. this is a slightly more minor move than the rapid. the transit service is somewhat similar to the existing operation in terms of where the lines run. there's a continuous center transit only lane and 25% fewer island stops than there are currently today. this would be an improvement in transit time and reliability. that's part of the work that we're going to study as we move forward with this

a transit first goal. we looked at the city's -- and this was the climate action plan in conjunction with the climate action plan process what it would take to achieve the greenhouse gas emission reduction goal, the transportation sector of that, all while trying to maintain competitiveness for attracting jobs and employees. this is an example. if the findings from the climate action plan being worked on in conjunction with the city, you can see that the amount of new infrastructure and level of demand management that it would take to get close to our goals is really not to be underestimated. so, with these goals and needs in mind, we conducted two calls for projects last year. one of them was in conjunction with the regional transportation plan called for projects, it was mentioned earlier. we got submissions, priorities from all of our partner agencies, all of our agencies that operator provide services [speaker not understood] in san francisco as well as from the public. and a lot of what the public is

add ac transit, bart, golden gate, and there are a lot of people that the transit agencies of the bayre moving to get to work, to get to where they need to go every day. :::::::zoñ pae qeñ?ñ?economy here in the bay ad we feel very honored to be a part of that. but in order to move all those people and in order to move them well, we need to invest in maintaining our assets, our buses, trains, assistance to support them moving safely and efficiently through the city, and we need to make them better. we want to attract more people to transit especially as the bay area continues to grow. we want transit to be the most effective and most reliable way for people to get around. but to make those kinds of investments requires leadership. we are very fortunate here in the bay area to have that kind of leadership. from president obama, all the g state, to our local and regional leaders, we have had the leadership we need to make that investment in transit and transportation in the bay area. we are very lucky for that and that is the reason we are here today. without further ado, i want to intro

and then on the transit formula side you will notice an anticipated increase to the transit formula funds to the transit operators in the bay area, this does not include the new starts program funds which essentially are the only discretionary transit funds remaining under map-21. >> on the highway program side, the major consolidation, you can see here. and maybe if you have glasses on. you can see it on your screen. essentially, it is a consolidated program structure so going from again, 90 to 30 programs. and two highlights and the national performance programs and the transit alternatives program and also shifts from the discretionary funding to formula funding. >> the programs are essentially intact, however, they are just changed in to larger funding programs and fewer funding streams. >> on the transit side, the main take away is that we are for the most part holding steady on the transit side which is essentially a win under map-21 and that we did not see huge cuts to the transit program. one of the benefits of having a formula-based formula is that the transit operators are able

this will serve a low ownership of transit customers * increasing transit use and reducing travel time. reduce air and noise pollution and project congestion relief throughout the corridor. lastly the project is designed with three architectural components, each articulated for height. each component is articulated through material, change in roof form, projecting finishes, punched vertical openings or pronounced entry, which results in a building design consistent with code 145.3, the section relating to building frontages greater than 50 feet. based on these finding and those in the case report the department recommends you approve the project with conditions. there is one small amendment to the draft motion i would like to read into the record as relates to the ceqa review. specifically to the end of paragraph two on page two i would like to add the following language. quote, on agenda 9th, 2008 the sfmta adopted including finding under ceqa in sfmta08-150, which ceqa finding are incorporated by reference in this motion. with that it concludes by presentation. i'm available to answe

i'm here to give you an over view for managing the transit fleet within the city. the presentation before you is made up of components from our most currently fleet management plan, which was arrived in april 2011. our 20-year capital plan, approved by the mta board in january of this year, and the five-year capital improvement program, adopted by the sfmta board in april of this year. as maria mentioned we are at the beginning of replacing our entire transit fleet. this is a good time to give you context for requests coming before you in the coming months and years. i will give you a quick overview of our fleet. the purpose of the plan, how we estimate the number of vehicles that are e choired, estimated capital cost and where we are going from here. so mta has over 2,400 vehicles it owns and operators. over 1,000 are the transit vehicles that are the subject of this presentation but there are a large number of other vehicles we manage and maintain. most significantly there are other support vehicles, like for rail, maintenance staff and the like. so the transit f

first starting with what we're callingedth 19th avenue transit corridor, transit study for short. this is looking at exploring how to move the m oceanview and light rail line from the median of 19th avenue where it runs today to the west side, together with separating the crossings of the light rail makes of 19th avenue so we can get the light rails and the traffic to reduce the conflicts between them. we're also looking at ways we can improve nonmotorized transportation in the bay if we're able to move the light rail to the west side, what does that do to pedestrian accessibility as well as bus operation. this effort is being coordinated with recently approved land use and transportation plan. we're looking at how to extend the benefit of having a west side alignment beyond park merced here. we have produced some initial study products, including planning goals [speaker not understood] as well as existing conditions so we can understand in more detail really what happens to the [speaker not understood] light rail as well as traffic volumes in the area and pedestrian activity. and

mission plaza will be shared by the transit tower and the new station.he current design features redwood trees, california's: state tree, reaching upward toward the plaza's canopy above. an exciting feature proposed by the architect is a funicular as one of the ways to access the rooftop parking. the mission plaza leads into the grand hall on the ground level of the new transit center. it is a very light and open space which welcomes the public to the regional and state wide transit system. it features a floor designed by a san francisco artist and incorporates a comic images of california poppies.

we have so many transit lanes that need that kind of passive enforcement. so many times the drivers honestly have no idea they are in a transit lane. so i think this is going to be a really good first and since malcolm didn't chime in, i rode in the opportunity and my husband watching the speedometer sure enough 25 miles per hour. >> my understanding is that the rail replacement is done and figure the highest speed we can go in the eureka curve and if, not a when, if we ever raise the speed of rail work in the tunnel. for now, the current plan is to keep the tunnel speed at 30 miles and not go back to the pre-accident speed of 50 miles, is that correct? >> thank you. members of public? >> yes, mr. chairman. [ reading speakers' names ] >> one concern i have is about fleet week. two years ago i had to wait so long from the muni green to get home and frankly, i would have hitched a ride with the blue angels, if i had a chance. it would have been a lot faster. this has to be taken into account. you will have a lot of people waiting for couchs and they are going

. >> a number of years ago we did buy some used vehicles from ac transit. that was part of the move to the clean diesel to get the oldest buses out of service as quickly as possible. that was kind of a one-time fix. traditionally with buses we would be buying new vehicles about every 12. >> of the ones we buy that are used, we don't have a sense of what their long-term needs will be in terms of maintenance or do we? will they come some kind of guarantee they are actually close to new and expect a same life cycle, where they need maintenance at the same time? is that general how we do our business? >> if we make those type decisions we evaluate the fleet we plan to purúhase, understand the maintenance, life cycle, what type of activities occur so we can project what we will need the take on to operator that fleet for the time we intend to. some of these -- why this isn't just a straight peak and valley is we do have a few procurements that were off-cycle. what we would like to shift is more of an annual process where we buy 50 to 100 buses about every year f

>> i think what we will do, as chad has said, we will look at transit reliability category. i think we are more comfortable with the scope of projects we put forward are. placeholder is a nice compromise but we were heavily are -- reliant on the project moving forward and there are certain projects we may have issues and comments with. that might be able to free up funds to fully fund some of those. >> i share your concern. i don't want aa dollars to be tied up. shouldn't be tied up. thank you. so my original question was an explanation on the 9th street pavement recommendation. >> for those watching and you on page 96, attachment 5 with mini project description, you can add to this if you need, from market to division and bryant from 18th to division streets. we probably need to change the project name so it is a little more descriptive. >> okay. division and what? i don't have it. >> on market. ninth from market to division and on bryant street, from 18th to division street. >> okay. that will explain. >> in terms of the tep i think the placeholder is essential. the tp und

there, there isn't any transition between the marsh building but that is on a bigger street. it's valencia has higher buildings. so, i'm generally happy with approving it, but i would like to see what the other commissioners have to say, but i would like to approve it but with the conditions regarding changes made to the marsh for sound, attenuation and for sky light tos allow them to have light into where they lose their property line windows. >> commissioners, a couple of things, i wanted to make sure because i heard a couple of different things, the issue with the corner, there is a technical problem in the code in terms of how the bay is done in the corner and i agree with the architect, this code language goes back a long ways, it's clunky and does contribute to this but there is a technical problem, but the question i think on the transition to hill street is a somewhat different question, what i heard you all say is that you wanted some more transition on the hill street side or i heard some of you saying that, i think it's important that we get that clear. i think if

we have transit lanes where they're okay for taxis. technically, it seems that bikes aren't supposed to be in that transit lane. and every time my husband goes to work he rides to work on mission street. it sounds like we may be leaving our cyclists in a legally transit position, by not specifically saying bikes are okay. it is totally unclear to me what the legal position of the city should be around those transit lanes. are taxis really allowed in them under the california vehicle code? could we legally allow bicycles in them under the california vehicle code. our rapid bus network doubled up on a lot of bike routes. i know we did get -- i got the memo, thank you -- on sustainable street division on post and sutter, and where we need to go with bikes and transit. but we do need to figure that out. we, even more quickly than that, need to figure out what is the cyclists legal position. for me, that's an extremely personal position, because i ride them, and people i know and love ride them, and i don't want to hear about a cyclist bein

hello there, professor muni at muni labs where the future of transit is being made everyday. let's look at muni's new all door boarding policy. >> we're going into the rear of the bus, hello, hang on, sorry. hello, no, not there either. yes. this is judie. what are you doing judy? what are you doing judy? what are you doing judy? oh, no it's jerry. jerry rides muni, too, but boarding never goes fast when he is around. [ music ] [ music ] [ applause ] i want to stress my resemblance to anyone here, including namesakes of board members are completely inadvertent. i'm sure commissioner jerry is a fine [tr-pts/] rider. i want to note that we had a very modest budget for this endeavor. the budget was zero. and it was delivered within budge. so not a penny of mta funds went to this. it was really just the initiative and the love and the time of the four people standing up here and lulu has now joined us and i will note also one of our cac members is here also had a camo that you may have seen in at least one of the videos. this was picked up, these videos by numerous media outlets.

system that will better meet our goals of a transit first city. with that i'd like to introduce chris -- from dpw to present the new material. thanks very much. >> thank you, neil. president fopg, commissioners, thank you for having me here today, chris upbrick for the better market street project. i'd like to give you an overview of the better market street project and where the project is now and where we're looking to go. it's a little tough to read the slide. essentially the project team is comprised of multiple city agencies, and multiple consultant design teams. the planning department, department of public works, mta, transportation authority, along with the office of economic and workforce development, the consultant team is led by gayle architects with -- nelson eye gard and multiple specialists on the project. over all process and time line were in the early design phase, in the visioning planning and concept design. environmental review we expect to follow shortly, along with design of the goal of implementation of construction start of

we see areas with sitting transit provided but significant crowding issues. who's traveling in this neighborhood, on a daily basis, quarter million with a destination but fully three times that amount are passing through the neighborhood. these are trips that affect the network but do not necessarily have an origin. these are dominated by auto trips. it is no surprise in some respects because a high majority have trip patterns not well served by transit as well as other patterns. they may not be having an end in downtown. may be from west side or east side or south bay. this is another presentation showing three-quarters is just passing through. another addition with this installed this functions as a key side to the boulevard via open cell. when it wasn't open that was severed and traffic was reduced significantly. when it was opened traffic grew again on the facilities but did not return to level previously present when original central freeway was installed. some travelers shifted routes, whether to ai jay september corridors such as the laguna san jose co