a lot of this will be considered by mta when the actual project is analyzed but your optional shot at the project is during this avail piece so if we have feelings we need to bring them up now so its appropriate to comment on what's being chosen to be done not at the expense of capital projects in the future but look at both sides of the issues it may speed up traffic but slow down everything else. >> commissioner sugaya. >> yes to mta staff can you give us a short synopsis of the public outreach program that was associated with the t e p itself. not so much the eir because the eir has its own set process and public hearings and time period for comments and all it stuff but separate from that going back back >> i'll be happy i'm julie i'm the scheduling manage at sfmta i first started at mta leading the planning phase of the project which was characterized by it's outreach. we started out the process in 2006 and 7 by listening to our customers and to residents and visitors of san francisco to try to understand how muni was working for them and how it could work better. we then annoyed

by analyzing those two alternatives the mta and the mta board will have flexibility. and the decision makers may for example, the k357b9d for the church and the moderate for the other. both alternatives result in less than significant impacts except for transportation. in particular from the eir the two alternatives have less for best of my knowledge and air quality and noise. i have a slide here that let's say the difference between the - okay. thank you. so this ill streets it will be invaluable impacts with respect to cumulative traffic and loading you, however, the expanded alternatives has greater impact for traffic feeling traffic and one quarter is impacted for each alternatives but the locations are different. since politician of the draft eir we have 3 project design. the t pr 71 and minor changes an analysis was provided and those changes don't present any you information that alternate the conditions and no new significant impacts identified and kwung the provided figures don't trigger the need to recirculate the eir pursuant to sequa. many comments receive

colleagues this is a request for 3 different projects for prop k funds one from the mta on escalator rehabilitation and street repair and cleaning improvements there was a lively discussion and great presentation at the programs committee on the mta escalator rehabilitation. we had approved the plan with continuations and it looks like the various conditions i believe have been met and i was going to ask if staff could brief us on what our options are. >> commissioner mar thank you for the pointing this out we have actually just received the maintenance plan for mta staff we had worked out with them to receive it and it's reflected in the resolution before you that we would receive it by friday. we can forward it electronically to the board right now. we understand from mta staff that they would like to move forward with the allocation today and they are here to answer questions that you may have about the potential impact of moving this forward today versus moving it forward in january. >> and chair avalos i would like to recommend that we move this forward today. given that the mta

i'm the enforcement manager with sf mta. a little background. article 6 temporary use of or occupancy of public streets sf mta, the ability to collect fees from major events which are defined in section 6.3. there is three primarily issues from collecting full cost recovery. they are prior to year 2000 cost for traffic control services for annual street fares and festivals were not covered under the code we deemed them grandfathered. the second piece which impacts parades and demonstration is under the 1st amendment rights and the thirst piece to this is that that when any festival is responsible -- sponsored by the city. the fees were not collectibles. sponsors were required to pay fees for food permits but not dpt. today sf mta is charging and collecting fees for providing traffic control services from sponsors for new events, newly established street fairs and festivals. any festival or fair established prior to 2,000 are being charged for the expansion of those events but not for prior to 2000 established. so in other words, if they change o

people to apply it's on sf mta slash brt and encourage people to apply. i think i'm going to a defer the upgrades that i have on the passengers survey and the pedestrian safety we'll be in a better position at the next meeting. i want to note we're having a press event likely thursday morning to make announcements with regard to pedestrian safety so we're very much having an from the direction that you give us on february 4th with regard to vision zero and you'll see more on the budget and the budget decisions discussions in terms of funding the budgeted. that concludes my report >> members of the board questions or comments. >> yes. mr. chairman those are for items discussed only by mr. reiskin and this is for inheriting weaning and madeline. >> is he here? mr. wiener you want to come down? sorry. good afternoon >> hi, yes madeline the founder of folks for polk this is the first year we have developments on polk and people who have come together in an effort for this and having made the acquaintance of folks like you, however, one thing has not changed t

we're now working closely with our colleagues at the mta that implement pilots to help us design that and will be coming back to the community i think on april 30th to talk about this more. the timeline this is excuse me. that is an overview of the different steps we're in this back one right now. we're planning on the before the pilot begin collecting data to compare to the final outcome of the pilot and anticipating the pilots 4 to 6 weeks. we're going to design that as we move further along with the metric and finally analyzing the pilot data for or against operations. so this is sort of an overall timeline phase one is complete and twaes phase two is anticipated to run through the summer and one of the benchmarks is thriving of the warriors project they're anticipating august right now. so in phase two again, we're looking at the two pieces the longer bar is the sf they're doing is an in debt regional network to understand how the big picture is going to be causing demand we noetd need to meet and below the pilots the red line developing the pilots and implement that and be done w

this is a contract for advertising on vehicles and other mta property. the current distract expires june thot this is year term with two, 5 years terms to renew. the high birtdz was tighten outside

so should mta. i had time to compliment you on the time to made but you still have a long way to go. thank you. >> next speaker? ga wah. >> good morning commissioners and mr. riskin and congratulations on mostly pronouncing my name correctly. that's rarely done. my name is am an jawa a conservation representative. i'm very excited for this proposal to move ahead and become part of the mta's actual plan as opposed to plan. this is a systemic change. when you make systemic changes it is risky for individuals, stakeholders and there are a lot of honest concerns in this room that we value and respect. that being said, this is a systematic change and this is the first time in memory that mta has a chance to redesign our muni from the ground up. when you have systematic changes picking it piece by piece is ineffective. we understand that there are real honest concerns, but i would ask that before we start knit picking apart this entire project, let's implement it and look very carefully at what doesn't wo

and the program continued on after that but we had data we got from mta staff to make an assessment. we assumed the estimate number of youth between the ages of 5 and 17 of which 240 thousand had signed up for the program as of may 31st, 2013. we got some updated information inform and that number is 78 percent of the eligible youth in san francisco. i'll run through the numbers because they're not showing up on the screen. the costs we came up with the current pilot program for t 5 to 17 years old is 5.7 plus million dollars. for the current program we objected the cost information it's the lost revenue of $2.5 million and we assumed temple percent participation looking at the first 3 months and assumed the program would expand as more people became familiar with it. to add all 5 to 17 years old the second number is it adds another 2 point three or four million dollars a year. it's a big jump it represents fewer youth but youth have been riding more so the revenue loss to mta would be greater so all the 5 to 17 years old is a $5.29 million. to include 18 years old in place is 1.1 mi

so the mta should develop the system in the long-term. basically to continue to have the funding and the business plan that kind of idea but same thing maintain the recreational definition it might be more down the line the goals will make sense for synergy purposes. we recommend the region has a hybrid model to spin-off a nonprofit that's strongly supported by a public entity; right like with the 501 program and for jurisdictions that don't want to to do their own presumed to be innocent and programs that meet the programs that want to go ahead and make efforts on their own to make sure the region is supporting those efforts as well. and just finally >> so that means you can have other jurisdictions that can run the regions. >> yes. along with the capital matter just you making sure their speaking to one another and complimenting each other that's the goal. the other considerations mentioned i realize that in the back felt s ar we'll make sure their sprinklers better but how to achieve the social equality. we saw a presentation around no

good afternoon supervisors i'm director of the strategy planning for the mta. first of all, i want to acknowledge of the hard work with the staff has done they've developed a pretty good snapshot of what we're working on and spent two years where they've prison brought the strategies that will work and make sense. we've been integral to that one we were the head of the mta from the city side we're a large consumer of the diesel and electrical but from the transportation prospective the way we get around the city affected ore carbon footprint. mta has been working hard on trying to lead by example by marking buses the best and reducing your waste reduction and recycling and those have been a lot of effort but it pails in xoorn comparison to the real issue people are driving a lot and getting around the city and we set our goal to reduce this 50 percent by 2018. we have to as cal was mentioning there are are behavioral changes that need to happen supervisor wiener mentioned things happening in city hall we need to act on street changes that are los low-cost. most

we at the mta are the largest recipient of those funds. there's a few other local sources, including our own mta revenue bonds that i referenced and we get a little bit of money from the state, too. you can see how this breaks down in terms of uses. the central subway is federally funded program that as i think everybody knows is expanding the t third service up through the most densely populated part of the city. there's a chunk that go to streets, chunk that go to -- that's called transit optimization which is really making those changes in the right-of-way making muni work better. and then again the core, these are five-year numbers. this is the five-year crp number, 3 billion over five years. the core of that is state of good repair, that $250 million a year, we need to continually invest to bring the system into good condition. but the good news is that from the last time we did this exercise, the five-year picture is looking better. where it's going up from 2-1/2 to over 3, the central subway portion is actually shrinking a little bi

good afternoon directors i'm a cycle employee with the assignment with the mta. i'm the project manager for the vehicle overnight oversized parking restriction. i want to give you a few comments. you know that for decades there's been problems are over sized vehicles parked in the streets of san francisco noise and blight and, of course, as with anywhere in the city competition for parking. we use none of tools because they're not adequate to address the offer sized parking in the neighborhood. so a few years ago the board of supervisors look at the problem and recommend options. so the mta carried surveys and a policy research brought forward a recommendation that resulted in the board of supervisors adapting a new section of the transportation code in the fall of 2012 that's section 2.54 that same side where duly posted vehicles longer than than 22 feet or taller than 7 photo or retailers in combination thereof so vehicle objects may not be parked between midnight and 6:00 a.m. again where the sign it's location specific and the board adapted the tool and this

they are regulated by the sf mta and there is a very long history of the mta working with the disability community around issues like making sure that we have an adequate number of ramp taxis by percentage of fleet, customer service and disability sensitivity training. and the new t and c , which stand for transportation network company are regulated by the california public utilities commission. the puc hasn't gone far enough in the process to develop a robust set of rules or oversight to make sure the ride share companies are able to meet an equivalent level of accessibility as the taxis do currently. the city is losing it's trained taxi drivers. companies are turning in their ramp taxi medallion and going to the ride share services. the coordination transit council has taken this up as a very important issue to the disability community. i wanted to make sure that you were aware of this discussion in case this is something you would like to look at as well. this is really an issue that affects not only san francisco but the entire state of california . it's the ca puc that regulates th

this is a contract for advertising on vehicles and other mta property. the current distract expires june thot this is year term with two, 5 years terms to renew. the high birtdz was tighten outside whors our current contractor it has a annual guarantee. the two main differences in about four or five years when the subway opens we'll be bringing an advertisement electroprogram to you. but those numbers are not before you today. the second is that currently, we have a program of 15 window wraps when i say that the entire body of the vehicle have an ad. we have over a thousand vehicles so the proposed contract would be a minimum of 15 and up to thirty and it will be fixed by the director of transportation. tighten outside has offered to put $325,000 a year extra into the magazine if we keep the minimum of 15 vehicles. and just finally this contract includes the moved advertising policy that you braufd last year if we were to wrap up all our vehicles that's a small jump (laughter) would advertisers be interested >> we have one that's not smiling. >> there's

so the mta should develop the system in the long-term. basically to continue to have the funding and the business plan that kind of idea but same thing maintain the recreational definition it might be more down the line the goals will make sense for synergy purposes. we recommend the region has a hybrid model to spin-off a nonprofit that's strongly supported by a public entity; right li

and because it is under the mta, we don't have direct jurisdiction but i think that we have gotten into a crisis mode where we actually do have to discuss how we can weigh in. i have actually was very happy to here that supervisor mar was working on these issues because it made me feel that i am not alone in looking at it and i want to work collaborativively with my colleagues to see if there are jurisdictional issues that we can apply and can we have it severed from the cpuc and we can actually make the streets safer and have the regulation here locally? and so i have been working with the people from the stake holders related to the taxi industry and to see, if we can do just that, and i have been working with supervisor mar to ask our city attorney if we could explore what jurisdiction we can have, and for the regulation and for bringing those forward, and so, i am, i think that it is time for that to happen. and the stories, from taxi drivers, about how you have lost so much after your years of service, is just incredible to me and we cannot let this industry fail and we have to bri

>> well, did you ask that question of the mta? >> the mta did not give us that answer then. >> but do you think that it is the role of the puc to ask the information. >> it is the role of the puc and like i said we gave our best shot, at coming up with a set of requirements to promote public safety and we are open to modifying our rules and we are not saying that they are final, we are open to modifying based on the data. >> what is the message to the disabled individual who has seen a decrease in cab service who has an industry that is not required to have vehicles that actually are accessible to them? what is the puc say to that individual? >> my message is that when we open phase two and if there is indeed discrimination, we will make sure to include rules to adopt the rules that such discrimination does not happen. >> and when do you open phase two? >> well, we are going to get, we could open phase two, as soon as september, or as earliest than september. >> and then, what is that person supposed to do between now and septembe

so if that's the concern, that can be addressed through the mta process. also some of the problem may be attributed to the appellant's to the left of the property. the fact that they're curb cut -- that's the curb cut with the red tip on it. if i could have the overhead. this is one of the appellate's properties. their driveway does not enter on their garage door so that may present to their garage door so that may present some problems with how they access the space. they might be able to does that with the department of public works. we would as look at it to make sure that if it shifted, we'd want to make sure no existing on street parking space would be impacted by that but that'd be something they could pursue in the future. >> i don't think that helps. you made that illegal space longer. >> the issue is if somebody was blocking their driveway, perhaps centering the driveway on their door would make it easier for them to access their parking space. >> john left already. >> you'll have rebuttal time shortly. >> commissioners, the permit is pretty typic

so should mta. i had time to compliment you on the time to made but you still have a long way to go. thank you. >> next speaker? ga wah. >> good morning commissioners and mr. riskin and congratulations on mostly pronouncing my name correctly. that's rarely done. my name is am an jawa a conservation representative. i'm very excited for this proposal to move ahead and become part of the mta's actual plan as opposed to plan. this is a systemic change. when you make systemic changes it is

july so the capacity study will be studied in conjunction with many options we have people from the mta to comment here if i want them to >> supervisor campos. >> just a capture quick questions he in terms of the money who is going to do the work? who is - how are you planning to spend it. >> the study is led by sfmta we have the project manager and some of the work will be sent out to other agencies so some of the economic development work b will be sent out to other departments we have traffic forecasting models and the ridership of this extension and doing the back of the envelope for the competitive rating will be done at the mta itself all 3 agencies will be reviewing each others work for the construction ability and for the economic condition analysis. >> so the hundred dollars 73 thousand how is it broke down. >> between the two agencies i don't know but there will be $50,000 for a consultant and $30,000 for the impounded to do the economic analysis and my apologizes i don't have the entire packet. >> how are you selecting compounds? due to the timing of the study and the small n

we recognize that mta, the board of mta has fully supported vision zero, however, we really question whether there is adequate funding and adequate goal -- specific adequate goals have been set by mta to bring this to fruition. likewise, with the mayor's office, there is the be nice look twice, but we once again wonder if there is an actual financial commitment to implement vision zero. our concern is that after we leave here today, all this will kind of go by the wayside. and, so, we don't know he if it is appropriate for their action to come back before this committee or there should be follow-up with regard to these departments, perhaps before the neighborhood services and safety committee. and, so, i have that question for you and would like to know how to best follow-up is to keep the pressure on vision zero. >> thank you. is there any more to your presentation? >> no. >> so, i think, number one, i do want to give the department representatives an opportunity to respond if they so desire to put questions that you pose. i noaa side from the civil grand jury report that this will

we've had a lot of which the smarter mind but last but not least the staff of the mta the sustainable street staff a lot of the bright minds in the city working together to analyze this data that will help us use our resources enforcement and education and when it comes time to pitting things in the ground the department of public works and mayor's office on disability and carmen johnson and tom from our building inspector we're working he together to put this stuff in the ground and that finally at the sfmta we're led had by a board of directors they've identified safety as the number one priority so i want to acknowledge sheryl bringing man here strongest voice advocating for bicycle and pedestrian safety and all the road users with all the folks standing behind me and all the staff work and everybody in san francisco a taking on the challenge and responsibility to slow down and be aware and get around the city safer we can make this a great place so thanks to the folks behind me >> all of you looking forward to marking this a safer city. thank (clapping.) i call to order the traffi

are in and our kids need it, it's time to make it permanent so i call upon mta to make it possible. and again with the comprehensive funding strategy we won't be robbing our maintenance dollars to pay for it. it's to make the city a little bit more ooshlg. 2350shg9 is also about having a city government that the taxpayers can afford. the past 3 years under the assessor carmen chu and now supervisor farrell we have a 5 year adapted plan and made dramatic progress in eliminating our structural deficits. thanks to the wisdom of our voters to confront unfunded pension and retiree health liability. better times will return but we must not be attempted to stray from the path of discipline as we craft our new budget we must invest in services and staffing we can afford over the long-term. and one of the responsibilities is insuring public safety. in 2014 san francisco is one of the safety 0 cities and thanks cohesive still the assistant district attorney thank you for your teamwork (clapping) two years ago alongside supervisor cowen our police department and the partners in the community w