director brinkman? >> i would like to talk about the second resolve, hybrid electric compressed natural gas, et cetera. i understand what we're trying to get to with our fleet is the emissions control. it's not just fuel-efficiency, correct? >> that is correct. >> and i do know that even if it may seem that the technology is not there for the larger vehicles, at this moment, that the auto industry is moving so quickly on technology and on fuel-efficiency and every time that the bar is raised, they meet it and they beat it. so i am confident on that one. i hear miss housman's concern on that, but i'm confident that question address the higher-capacity vehicles with the low emissions that we're striving for to have a truly green fleet. we have to remember unlike a private vehicle, these vehicles are in operation 23 hours a day, so it really adds a huge impact on our city. the big thing that i hear is the hailing technology. i think that is probably, aside there figuring out what we'll do with the list, th

. >> thank you, director brinkman. directors? are you okay? >> i just wondered, one speaker mentioned this, but could you elaborate in terms of the distribution of these medallions or permits? >> yes. and we will make this public. i agree with one of the [spo-erbg/]s, this speakers, this needs to be entirely transparent. we want it based on objective standards. so the idea is to look at the dispatch data, and look at each company's performance in terms of responding to radio dispatch calls, as a percentage of the service that they provide. and providing proportionately more the ability to at least proportionately more of these permits based on that performance. so the higher percentage of radio calls make up the service that you deliver, the higher proportion relative to your size of these permits that we have available. and we would -- we will establish and publish exactly what those criteria are. how basically the algorithm is working to determine whatever number you authorize, if you choose to authorize these, how we would allocate them. >>

so i second the comments made by director brinkman and director heinicke and appreciate all the hard work that has gone into this so far. i do recognize this is not a permanent solution. i realize a lot of tweaking has to happen between now and putting this to bed, if we'll ever be able to do that, but i do believe we have an obligation to provide a service to the people that we're -- people that live, work and visit here. when i make a phone call to take a cab and told it's 45 minutes to get one, i can pretty much work anywhere in 45 minutes in this city. the other thing that i do want to really second director heinicke's comments with respect to uber cab's success or uber's success is this idea of putting up a fee upfront to make sure there is no-no-go, because i know for folks that don't have a hand in how this industry works out, what people will often do is call three cab companies and take the first one that picks up. that is a sad reality when people need to get someplace quickly, 45 minutes unfortunately is not acceptable. so looking forward to moving this policy along and ad

in particular, vice-chair brinkman said that this has been looked at and underway for a long time. that you have -- that you have enough informing have looked at it enough and in the next following sentence you proceeded to show that you don't understand the concept of the waiting list or the issue with it. such as the people waiting 15, 20 years and sluging it out the of this time at very low-income and having to work hard shift where's there is nobody there. they finally are ready to get their medallion and it's not going to be worth it for them to buy it. you are telling them that okay, at least you have the opportunity to buy it if you are on the list. it makes no sense. everybody on the list gets a medallion -- i mean the medallions don't get sold to anybody who is not on the list and the people at the top of the list, it's not worth it for them to buy it most of the time because they are too old. they are been doing this for 20, 30 years already. so you need to to explore this a little further. and then as i said before, barry toronto shared some of the emails with me, that h

i want to see emails from all of you from now on, because i'm tired of only seeing miss brinkman, tom nolan and mr. heinicke as the om ones participating in what creates taxi issues. i have seen nothing yet from what you guys have done or participated in. you need to come to town hall meets and need more input and honest debate and honest discourse what is going on. in closing, an email from tom nolan, many of the tax recommendaces were incorporated into the staff recommendations over the past few years. few years the taxes only existed two years. less than two years. i know that some may feel that the work was i ignored. please know that the board and staff appreciated and benefited by the work. thank you, mr. paul ryan. thank you. >> next speaker. [ reading speakers' names ]. >> mr. lawrence. >> ladies and gentlemen of audience and commissioners, thank you for letting me speak once again. very briefly, i would like to bring up an issue that i think one of the -- i'm not sure which one of you brought it up. but anyway, the issue of sharing a cab, like in washington, d.c.. i picked up

also as i support director brinkman will channel, this is a pedestrian right-of-way and then overnight it's all food truck it's not really a pedestrian right-of-way. it's a food court. so it seems to me that the one truck and if this is the one permit and it's not in front of this man's restaurant, you know, that seems like a fair balance, but i want to have some limiting principle here, because if we tell them it's one truck and lo and behold there is a food truck in front of this man's restaurant in a couple of weeks he would be upset and have good running back to be. >> i think what we have here is the overlay of two different regulatory systems. >> do you know anything about dpw? >> i do. >> and we actually have someone from dpw here, but note there is regulatory permitting process that the food trucks go through. so this truck presumably went through that initial public process and has an opportunity for a public hearing. it has certain notice requirements. it alsos have requirements in the regulations that dpw adopted that they consider the impact on the immediate businesses. the

last meeting, miss brinkman felt the $5-$10 tip out. well, essentially what the mta is doing with this proposal by handing the medallions directly to the cab companies instead of the working drivers you are taking thousands of dollars a month from these drivers into your own pockets, into the mta's pockets. you guys are the bad guys. you guys are the ones taking thousands of dollars for yourself, not $5-10. so i want you to think about that. we have got a for-profit company here is that is making regulations that they can summarily profit from. it reminds me of the downfall of communist russia. it's ludicrous the bureaucracy here. i would also like to in closing say give these medallions to the guys on the list. c'mon? put them out there. and if they buy them or sell them, that is the right thing to do. >> thank you, sir. >> charlesrathbone. >> why with euberfound their beginnings in san francisco and not boston or new york? part of the reason is the shortage of cabs in our city. we have a large unmet demand for cab service. so we're as