Visitors. We have so many people coming to the city, thank you god, and always looking for ways to reduce cost and family pass may be incentive to do that. When youre talking about removing the cable car provision from a particular pass, i think the chair was noting i think that the way you have it laid out right now, the passport keeps the cable car, but then we also do have the day pass without cable car. So a visitor could kind of decide do they want to do a passport, which lets them take advantage of the cable car as well. Good. Thank you. Yes, director ramos. Director ramos across the bay, they implemented a day pass and it would interesting to see how successful its been. I know there were questions how good it was how well it would respond to their riders needs, so i would encourage to look at best practices from them. Secondly, i wanted to clarify the option 1. I appreciate the differential and particularly with respecting the 25 cents limited for people with reduced fare. Limiting that. But either way, i think there should be a component with this, like a builtin component. Like if we do this, in whatever direction or not, we should be providing more education about how to use clipper and how to reload it and what have you. I wish that we could just depend on clipper and mtc to do all this, its clear they cant or wont. I dont know what the holdup is, but it feels like there is more to be done. If we go that route and protect the 25 cent to the reduced fare holder, users, i think that it would be absolutely require something to that effect. Some of that outreach around how to reload the clipper card and where you can get them. Chairman brinkman that is a good point. I want to call out if we do institute a new allday pass, that it is initially only available on muni mobile. So that kind of yeah, because it makes sense to have it available. That will help drive people to muni mobile, but i hear you about the education around clipper cards and i think that continues to be such a challenge. I know of people that i worked with who use clipper cards who were confused about the cash wallet side of it, versus the monthly cash side of it and could they have most. Its a little more confusing than we appreciate because we tend to deal with it regularly. Thats not the case for everyone. Thats going be a challenge, how do we continue to transition people to clipper . We appreciate all your hard work. If there is no more comments, im going to let the director continue on with the rest of the presentation. Ill remind you, when we put this cash differential in place two years ago, your direction to us was much the same. We worked with mtc to do a push on education. Sounds like it maybe needs to be done again. Maybe wasnt adequate in the first place. Well circle back and let them know the board may contemplate this but we need the assurance of education to folks of where to get them and maybe more importantly, how to easily reload them. So point well taken on that. We did want to just close out on the Capital Budget. There is not as much to talk about that. But to remind you that the Capital Budget is really where we can drive the physical changes on the streets to meet some of our top policy goal like vision zero and transit first and keeping the assets in the state of good repair. The cip is the 5year constrained program from which the first two years of which become the twoyear Capital Budget. This is what it looks like. The current one is just under 3. 5 billion. Our current projections, revenues bring us down quite a bit below that. A big chunk of the change is the central subway being nearly complete as we start this next and last cycle. These are the particular lines. These are the specific categories within the Capital Investment program. You can see there are a few areas where were showing increases, but this is really just based on what revenues that we anticipate will be coming with the sn central subway dropping off, with the state bond dropping off. Those are some of the changes that you see reflected here. So well bringing you more detail on the Capital Budget. Were getting close to having that finalized in terms of proposal for you. And then this is what it looks like Going Forward from here. We go out to do more outreach, to solicit public feedback. The main probably one of the main areas of feedback is on the fare changes. Largely a status quo budget at least at the moment. We do have to figure out how to accommodate those muni Service Needs and equity strategy recommendations, but i think the fare issues will invite peoples attention. So well be back to you. Looks like at the march 6th meeting. Well come back again at march 20th. You can see we want to give you and the public lots of opportunity to see where were headed. And well start sharing more so in march the ideas how were going get to a balance. And we should around that time also be seeing what the equity strategy recommendations are. Started giving high level briefings to the board of supervisors. Just to keep them in the loop. And try to get everybody onboard for the may 1 submission to city hall. So that concludes presentation. Be happy to take any feedback, questions, comments. Chairman brinkman thank you and thank you for the highlighting of the budget time line. That will be helpful and good to hear from the public and the board of supervisors. I want to loop back to a couple of things discussing recommending Strategic Fund balance use. I know we have talked about that before and we have done it. And i am in favor of that. I think that when we have chair heinicke back, that will be helpful. Strategic use of that is very important. I was wondering, i dont remember when that ballot measure went through, how it was im sorry im confusing my fund balance. Fund balance i am in use of the strategic use. The population growth fund, i dont remember when that ballot measure went through. What it was state thad the funds would be for . Was it stated they would just go into sfmta . It would be lumped in with the general fund . Its calculated separate, so now we get our allocation from the general fund and then the supplement that comes from prop b. The prop b legislation required that 75 of the funds go for transit. And 25 go for streets. It does give us flexibility between capital and operating how those are used. Last time we used it fully for capital. But again, because of the population growth is driving some of our operational needs, i think its reasonable to consider using part of it for operational needs. You see that the capital revenues are lower than theyve been. Not even accounting for central subway. We have a lot of Capital Needs were trying to meet too. There are no easy answers, there will all be tradeoffs. Chairman brinkman were lucky we have the fund balance we can dip into. To the parking garage revenue, i see that revenues are down in the parking garages. I know, i was given a tour of the polk and bush garage by mr. Graph showing the new technology that is in place for people to enter, pay, exit. Do we anticipate that with the new technology in place be and the fact that its going to be easier for people to use the garages, that we might see that revenue bounce back . And i see mr. Maguire coming up. Good afternoon, sustainable director. We do believe that the control system and Security System in the garages will have a positive impact on the customers. We think it will help them feel safer and more secure in the garages, definitely much more confident in their payment and more confident well get their payments. At this point, i think its probably a little premature, because weve only rolled it out to 7 garages to say, yes, were sure well get more or less revenue, but i know it will have a positive impact on the customers and hopefully that will drive the traffic. Chairman brinkman its such a tough story to tell people when parking is a thing that everybody sees as difficult and stressful. Its a hard story to sell to say, not in the parking garages, if you come into the parking garages, its here, accessible, easy to pay for, enter and exit. I can see thats going to be a tough narrative to change in the mind of drivers in the city. Right and obviously we certainly think that tnc has something to do with it. Its had a hit on the parking garages. Absolutely. Those were my only comments and questions. Any more questions, feedback . Again, we will have this to us, the budget time line, this will come back to us again. Director torres can you share if you can, what the response was from the board of supervisors that you visited with . Ive only gotten to two or three of them so far. The folks that ive talked to have generally liked it. Again, what theyre focussing on is the fare recommendations because those are the tangible recommendations and so far, its a positive response to those. Chairman brinkman thank you very much. If i have no other questions or comments, this was a discussion item only, so well go to Public Comment. Chair, we dont have anybody who has turned in a speaker card and i dont see anybody. Chairman brinkman if no one has any Public Comment, i will close Public Comment and well move on. Item 12, presentation and discussion regarding private transit vehicle route duplication. Good afternoon, im here with my planner extraordinary and this is a great Cross Division effort to establish the private transit per met program. We were before you in october and the board at that time adopted the ptv permit program. As part of the packet at that time in october, there was a route duplication draft memo which is how does staff determine whether a private transit vehicle route duplicates a muni route . And at that time, you asked us to come back. Its more feedback from the community. And vetted a little bit further and then come back before you with the informational item. So were back again, my colleague alex will give the bulk of the presentation. And im going to leave it at that. I think the nomenclature, its important to establish ptv, private transit vehicle, is a service that is privately operated, open to the public, typically for a single fare and generally along a fixed route. So with that being said, ill let alex again transportation planner from the sustainable streets division, lead us through the presentation. Thank you. My name is alex, im planner with sustainable streets division. Back in october we came to you with a package of regulations for private transit vehicles. It included a number of application requirements and permit terms and conditions. One of the few requirements is that any new private transit vehicle routes moving forward need to complement rather than complete with existing services. That can be difficult to define. So our legislation lays out process for the agency to release criteria that will use to determine whether a ptv route duplicates muni. So we when we came to you in october we had a proposed version of the memo laying out the criteria that was based on what percentage of route travels along the same street as a muni route. What we heard when we went and talked to stakeholders and members of the community, what people are concerned about is where the services are stopping. So making sure theyre stopping in safe and legal locations and not stopping in the muni zone. We also heard that maybe it doesnt make sense to look at what streets a route is taking, especially if its a express route, what defines what route that is serving, where its stopping. Weve put together these criteria to assess whether ptv routes stops are similar to the muni route. First thing we look at, even if a portion of the ptv route is similar to muni, is a significant portion branching off to serve a different neighborhood . The metric we used for that is fewer of 75 of the stops within. 2 miles of stops along any single muni route. Is it providing different rides than we do . The second metric that we look at, are they providing express service where muni doesnt pride that. We look at the stops, are they fewer than 50 of the stops along a comparable muni route. This diagram will help illustrate how that works. There are few exemptions to these criteria. If a ptv route is operating late at night, where we dont provide that kind of service, that will be permitted. Service to communities of concern in the southern third of the city would be exemption from the criteria. So those are communities of concern are defined by the metropolitan Transportation Commission and those south of the line approximately formed by chavez would be included in the exemption and thats to encourage geo graphic equity. Finally, we have exemption for connecting. That doesnt include the stops along market street. And then finally, i mentioned before that this only applies to new ptv routes, so any existing routes as of last summer are not included in these cry teemplt criteria. Weve talked to a number of stakeholders in the last few months. Met with chariot, the Company Providing this type of service on the streets to discuss how this impacts their routes. Weve talked to advocacy groups, Transit Rider Union and then back in december, 40 people came out, i think it was a helpful discussion in small groups. With different perspectives across the city to talk about the criteria and ptv services in general. All that, went into the changes that were making to the criteria here. I wanted to go over some questions that weve heard about the use criteria. First of all, this is technical topic. So we wanted to go over how this works out on the ground. We assessed how these criteria would be applied to chariots existing routes and found that 8 out of 12 morning routes and 8 out of the 9 are considered complementary. Thats the same as the result under the previous version of the criteria. So this, while this new version frames different, it has similar impact. I mentioned the existing chariot route were exempt from the criteria. We heard if they change the existing routes, are they still exempt . What weve been how weve been assessing that, if they make minor changes from where their route were, its still exempt. If theyre farther than. 2 miles, the exemption no longer applies. Probably the key concern we hear everywhere and have as an agency is making sure these services are stopping only in safe and legal locations outside of the travel lane and outside of the way of muni. That is still the focus of the program and its in this memo itself. And then finally the criteria are flexible. These will be issued in memo from the director of transportation and if a year from now we find that theyre allowing ptv routes that are similar to the services or theyre too restrictive and prohibiting routes that are serving a different market, we can go back and amend those as long as we provide 30 days notice to the public. So that and happy to take questions. Chairman brinkman thank you. Good presentation. That does answer the question. Have we had these ptv Companies Come to us with proposed routes that we then either reject or work on the route to make sure that its not duplicating and it is actually complementing the muni service . So chariot has applied for a permit and were currently evaluating that application. That application doesnt include any new routes since last summer, but we have discussed some potential routes that would be allowed. We dont just then sort of give them a no full stop, we try to work them as we have with the existing stops, moving them around to meet neighborhood needs. Exactly. Chairman brinkman questions . Director hsu on the 50 , the express route option, you can front load those, so you could do four stops and skip all the rest. It allows that flexibility for the ptv . Yes, and we see thats the pattern that a lot of their routes do serve. They might stop several times in the neighborhoods, but then run express to soma. Director hsu with all of these, they could be right on top of the other stops i know they cant use the actual stop, but they could be literally on the same block as long as theyre meeting the roast of the criteria . Yes, as long as theyre within. 2. Just responding to some of the emails weve gotten in the past about the input that was asked from some of the stakeholders and folks that are concerned with violations and interference with regular muni service. Im wondering if any of that was taken into consideration, if you folks have negotiated the memo . Yeah, thats really been the key thing weve been working on in evaluating the permit application and talking to chariot about this, going through every single one of their stops and seeing is this in a safe and legal location and moving any that arent. Director ramos with respect to enforcement around double parking or effectively interfering with Transit Service, is there at accountability when a driver does this . So, this program is going to be run out of the taxi and Accessible Service division and they have a dedicated team of enforcement officers following up on complaints and going out on the street. In addition, just having the permit Program Gives us a lot more ability to work directly with the people at any private transit vehicle operator who are setting the stops and make sure they follow up on complaints we get. Director ramos when we say followup, can you tell me more about that . Imquestioning in response to the im questioning in response to the correspondence. Chairman brinkman a question i want to clarify, the ptv were discussing, this is a separate permit program from the Commuter Shuttle Program . Exactly. This program applies to services that are open to the public, and run along fixed routes in the city. And unlike the commuter shuttle, this is not voluntary. If a company is operating this business in San Francisco, theyre required to get a permit. I wanted to add that the taxi enforcement layers on top of the onstreet enforcement and there are fines associated with the program. If a permit holder is not operating within the permit conditions, then a citation can be issued. So, that is in addition to some onstreet parking violations citations. For the benefit of the public, i think i imagine what an administrative citation is, but could you tell us how that works. That would be in the permitie is not operating pursuant to the permit conditions, if theyre operating on weight restricted streets and we can see that by the data that comes into our system. If theyre stopping in locations that arent allowable. Than we can follow up administratively as well as sending