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tv   Transportation Authority Board  SFGTV  May 27, 2022 6:00pm-7:31pm PDT

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. >> supervisor mandelman: -- our clerk today is angela tsao, and i do want to thank michael baltazar for his help and their help, and madam clerk, will you please call the roll.
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>> clerk: yes, chair. [roll call] >> clerk: we have quorum. >> supervisor mandelman: thank you, madam clerk, and i believe you have a public announcement. >> clerk: for members of the public participating in this board meeting, we welcome your participation in this board meeting here in room 250 here
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in city hall or you may watch on cable channel 26 or 75, depending on your provider. or you may stream the meeting at for those wishing to make public comment remotely, the best way to do so is by dialing 415-655-0001, and when prompted, entering access code 2497-176-0216, and then press pound and pound again. you will be able to comment on the item in real-time. when your item is called, press star, three to enter to speak. do not press star, three again or you will be removed from the queue to speak. you will be allowed two minutes to speak.
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when your two minutes is up, we will move onto the next caller. best practices are to state your name, speak slowly and clearly and turn down any speakers or devices around you. we will take public comment in the chambers here and then for public callers on the line. and let the record show that commissioners preston and melgar are in attendance. >> supervisor mandelman: thank you. after our last meeting, i asked our legal counsel to look into the question of excusing people from the t.a. board, and the most appropriate way to do that, unlike the board of supervisors, our rules do not address that. the chair has the ability to excuse people unless the members want to do it some other way. this morning, i think commissioner melgar is going to
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need to step out, and i think commissioner ronen is going to need to step out, so i am going to excuse them from portions of the meeting that they are going to miss. i'd like to invoke rule 3.26 to limit total public comment to no more than 30 minutes for today's meeting. i think that is he aall i've got, so madam clerk, would -- i think that's all i've got, to madam clerk, would you please call the next item? >> clerk: item 2 is approval of the minutes from the may 20, 2022 meeting. this is an action item. >> supervisor mandelman: okay. i don't see any comments or questions on the minutes. is there a motion to approve the minutes? moved by mar. is there a second?
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seconded by dorsey. let's open the minutes to public comment. i don't see anybody in the chamber. do we have any virtual public comment? >> operator: checking for public comment on item number 2. i see no hands raised. there's no public comment. >> supervisor mandelman: okay. public comment is item 2 is closed. madam clerk, please call the roll. [roll call] >> clerk: the minutes are approved. >> supervisor mandelman: okay. thank you, madam clerk.
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please call your consent agenda. >> clerk: items 3 through 10 are our consent agenda and will not have a presentation. >> supervisor mandelman: okay. is there a motion to approve the consent agenda? moved by stefani, seconded by peskin. i can take that same house, same call without objection, right? great. then we'll do that. we'll take that without objection. madam clerk, please call item 9. >> clerk: item 9, bay area transit transformation action plan and seamless transit transformation act, senate bill 917 update, this is an information item.
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>> supervisor mandelman: the task force was charged with creating a transit transformation act plan to identify actions needed to reshape the region's transit system into a more connected, efficient user connected mobility network. i believe we have m.t.c. staff virtually to give us an update on the bay area transit transformation action plan and seamless transit transformation act and senate bill 917. all right. m.t.c. folks, are you here?
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>> here. good morning, chair mandelman and commissioners. thank you for having us here today. i'm melanie choy with m.t.c., and joining me is rebecca long, director of public affairs. i'm the program manager of the blue ribbon task force. i'll provide the overview of the plan itself, and then, i'll turn it over to rebecca for an update on s.b. 917. i have a number of slides and plan to go through them quickly, and thank you for the recap of the blue ribbon task force. i won't go over that portion of it. during the process, the task force developed this definition to guide their work, and what this definition does is it laid
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the groundwork for the items that were outlined and some of the components contained in the plan. some of them, i will call them out. all of this is working towards a goal of increasing transit ridership and reducing the m.t. slide three. next slide, please. so as the task force convened, it was important for them to have -- so have some focus, and so they developed these outcomes to guide and ground
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all of the action plan that's came out of the task force's work, and so there are 27 actions that are outlined in the action plan, and they are aligned to these five outcomes. the first two, fares and payment, and customer information, have been cited as being key for riders to navigate and use the transit system. the third is focused on the transit network and the importance of establishing a more unified, nimble, and effective transit system. and the fourth is accessibility and addressing the need of vulnerable populations. and the last is funding. securing new funding and revenues is effective in meeting the need of the region and for completing this action plan. next slide, please. so in development of the action plan, the outcomes guided it, but there's also some overarching key themes and
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elements, and the first one was collaboration was essential in the development of this document as well as moving forward in implementing the plan, and the focus really was been, in terms of the components of the actions has been focused on the one-to-three-year time frame, so the near term. the additional element is that alignment of new funding with existing funded is needed. the action plan is ambitious, and over time, they will be needed to be adjusted. next slide, please. so the next four slides, i will walk-through the action plan and the first four actions fall under three accelerated initiatives, and the reason we are calling out three accelerated initiatives is to really focus on these efforts,
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creating resources and a strong priority for them to be achieved is being called out. and these initiatives, these three three initiatives that i call out, a lot of the work has already been jump started before the blue ribbon task force convened, so it's really elevating and advancing these initiatives to the next stage. so the first accelerated initiative on this slide is the fares and payment, and under this, there was the fare coordination and integration study, and its alignment with a lot of the recommendations and visions stemming from that work. and the second accelerated action area is focused on the mapping and wayfinding work that is underway and has been underway. the third priority is transit priority, getting transit out
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of traffic congestion. there's a lot of jurisdictions involved in this work, from the state, from cities to the counties to c.m.a.s or c.t.a.s and transit agencies, and importantly, this does also include actions ranging from the highway system as well as arterial and local roadway systems. next slide, please. so the next set of actions that are spelled out in the action plan, the first two slides covered all of the accelerated actions and focus, and these next two cover all of the actions that are also important that go along with supporting a lot of the transit improvements that -- to be laid out in the future, and so much of this, this first category is focused on network management reform,
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and the second category under here is connected network planning, as well, and then, the next component is the data to feed into all of this analysis work. and so in particular, what i will call out is items number 13 and 16, which have been important assessments that are currently underway, and these are anticipated to be completed by the end of this year. broadly, the list of actions completed on this slide are a lot of important planning efforts, some that we have underway, but others that we also plan to have underway in the coming years. and the last, accessibility and funding. for accessibility, there are five actions, and then, the fifth category, funding, is focused on evaluating existing
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resources as well as any new funding. and with that, that summarizes the 27 actions. the next slide delves -- next slide, please. the next slide delves into accelerated funding for the accelerated action items, and so our focus has been on the three accelerated initiatives, and last october, we developed a need for developing the initiatives. we will need to continually seek additional funds to fully deliver on these initiatives. particularly, on fare integration, in the near term, we are planning to pursue the institutional path pilot and work on the free and reduced cost transfers, and both of these were recommendations from the fare coordination and recommendation study as well as the business course case work. secondly, on the mapping and wayfinding initiatives, in the
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near term, we are pursuing consistence design standards as well as the underlining digital mapping and supporting the customer wayfinding system. and then, the last estimate that we developed discreet components for is transit priority, and these include transit improvements to the bay bridge. this may also include work on transit lanes on the bay bridge corridor as well as the 101 corridor. some projects are in line right now. this summarizes, gives you a high level of action plan, and as we shift into implementation, its success
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relies on the continued partnership of all agencies, and i'd be happy to answer more questions at the end, so with that, i'll turn it over to rebecca for the overview of s.b. 917. >> thank you, chair mandelman and other board members. rebecca long, m.t.c. staff. thank you for having us today. if we could go to the next slide, and the next one. so i was asked to provide an overview of s.b. 917, senator becker's bill related to seamless transit. the bill is sponsored by a number of bay area agencies, including the bay area counsel, b.u.r., and seamless bay area, an organization that is advocating in the space. and the bill just, for a little bit of legislative update, the bill just did pass the senate yesterday by a vote of 30-3, so
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it is getting strong support. it has a lot of bay area coauthors, and m.t.c. does have an official support position on it. we sought a number of amendments in march, and those were incorporated into the bill. we understand that senator becker is very committed to working with the transit operators, as well, on a bill that, ultimately, they are comfortable with, too, so we do anticipate further amendments in the assembly. so there really are four key components of the bill that stem directly from the transit transformation action plan that melanie just walked through. there are some provisions related to integrated fares, although it's quite limited in scope, and i will provide more details on that. there's a requirement with some dates and specificity as to the scope of a connected network plan, which was also one of the action items in the transit transformation action plan.
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there's a requirement with, again, some specificity and dates related to the regional transit mapping and way finding system that is under development by m.t.c., and then finally, a requirement that m.t.c. adopt data standards that operators need to follow in order to provide truly reliable real-time transit information to riders. next slide. so on the fares, which is, you know, of greatest concern to the operators, understandably, because this deals with their revenue that is used for operating the system, the bill essentially codifies some actions that are already planned that stem from, really, a two-year study that m.t.c. coled with b.a.r.t., and there was a task force, a number of operator general managers on it that really worked in parallel
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to the blue ribbon transit recovery task force, and one of the items coming out of that is a new approach to transfers so that when a rider goes from a local bus, let's say, to b.a.r.t., to bus, to ferry, that local fare would essentially be credited, and the only fare that the rider would pay would be the regional fare. there would be a sharing of the cost by the local operator and the regional system. it's not being borne only by the local operator, but the rider would only have to pay that additional fare. so again, that's something that the operators have embraced,
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and it's planned to be implemented next year in conjunction with the roll out of next generation clipper, but the bill requires that that happen, and so you might say, well, why are we even putting that in a bill? why is senator becker doing that? i think it's just to make sure that does happen. there can always be changed made, backsliding, and the bill just codifies that approach which was found in the study to be quite beneficial in terms of ridership. and then, secondly, the bill requires that m.t.c. develops, in consultation with the region's transit operators, a cost estimate of the annual impact of two other components that were studied in the plan. these two components were
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identified for further development, so the operators did not fully embrace these, knowing that they still have some substantial fiscal impact, but they were identified in the study as having ridership benefits, and they were agreed to keep being studied. so one would be a bay area transit pass, and it would give you access to every system within the region. so, you know, today, there are other passes within specific operators. again, this would be all agencies, so something that the regions talked about for a long, long time, and the bill required that we identify what that cost would be. and if the funds are security either through state appropriation or other funding,
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it be required that it be funded for three years. and likewise, the other component that fits into that same methodology is a common regional stair system that's only applicable to regional operators. so it doesn't apply to any transit operators like munny. it would apply to caltrain, b.a.r.t., the ferry system, and those two policies would cost approximately $100 million each year in order to price them at a level that would optimally attract new riders, so that's a significant sum to secure, and
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it would need to be secured with a clear three-year commitment in order for these policies to take effect, so it's setting a pretty high bar for that part of the bill to advance. next slide. so then, just some of the other provisions related to the other components. the connected network plan, again, something that the blue ribbon transit recovery task force recommended. it's required to be developed by end of march 2024 unless we can -- excuse me, end of march 2025 unless we can find additional funding to accelerate it, and this is something that m.t.c. requested because while we are committed to work on this, and we want to do it right, it is an ambitious
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scope to make bus service more reliable as well as identifying key hubs and optimal travel time between destinations, so we are to do it on a faster timeline than planned, we do want to secure additional funding. a lot of what the blue ribbon task force recommended was work that was already underway, so we have been working for an extensive amount of time on a regional transit mapping and wayfinding system that would include branding, and it's something that we're actually in the process of bringing on a contractor within the next month or two to develop. and the bill would, you know, add some timelines that, you
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know, are always helpful, to require that it be completed by july 1, 2025. and then, it also requires the operators to comply with it. keep in mind that this is going to be something developed very much in mind along with the operators. they will be involved in a technical advisory capacity, really alongside m.t.c., but with the investment that we're planning to make in designing a system that is harmonious across the entire region, we want to make sure that, at the end of the day, that operators adopt it, so the bill would require that. and it also does call out the need to identify what aspects or needs of the system would required to be adopted across all operators, and what operators would still have the ability to customize.
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and then lastly, for real-time transit information, the bill requires that we adopt open transit vehicle standards for location, arrival, and departure times, setting a high standard, what's known for gtfs for all operators. many operators do have some sort of real-time system, but it's not consistent across all operators, and we'd like to see a more equitable level of service provided no matter what agency a rider is relying on. next slide -- i think that might be -- here we go. so i think this is the last slide, and it provides a little bit of the funding provisions
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in the bill. there's some conditional provisions related to the fares and the connected network plan that would only go into effect if additional funds are identified in the budget or other avenues. but the bill also does incorporate a reference to state transit assistance, which is one of the funding sources that is disbursed through m.t.c. we have in current law a requirement that m.t.c. makes sure that operators are already meeting certainly regional connectivity standards that we set, that this has been in existence many decades, that the bill drills down into that deeper in each of these programs. so basically, it says that operators are expected to meet these standards. if they don't, they can sort of appeal to m.t.c. and explain
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why. m.t.c. can make recommendations as to what steps they need to take to come into compliance, but essentially if there's no exception granted and they're not demonstrating good faith, it allows our authority to freeze their funds until they come into compliance. this is the oversight provision that's provided. even though we've had this authority for many years, we've seldom had to use it, but it is an important component so this isn't just wishful thinking, if you will. with that, i will close and see if anybody has any questions, and thanks for having us again today. >> supervisor mandelman: thank you for your presentations. commissioner preston?
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>> supervisor preston: i wanted to ask questions around some of the systems and how this would affect if at all to work towards free transit in past in the local jurisdictions? >> thank you, supervisor preston. the bill actually includes a provision specifically stating that it does not prohibit any agency within the region from offering free transit or discounted transit, and so that opportunity would remain. >> supervisor preston: so i understand the bill wouldn't prohibit a just diction from doing that, but i'm -- prohibit a jurisdiction from doing that, but i'm trying to understand from a regional fare system. and i'm trying to understand.
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maybe a regional fare system is not necessarily regional equivalent around fares, but if you could explain that further. if san francisco were willing at some point in its future to fund some level of free transit, i'm trying to figure out how that would fit into the program. >> there's a requirement for us to develop a regional pass for all operators if we can secure the funding to do so. and then, there's a common regional fare for regional service only. there wouldn't be any changes made to sfmta's local service
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at all, and if muni wanted to offer free transit, they would go about doing that however they wanted to do that. so i just say one more time that the bill doesn't regulate local transit fares at all. >> supervisor preston: thank you. and just wondering if the t.a. had any comments on it. just trying to get some clarity, that i think it's uncertain to what extent there will be from the state or locally free transit. i just want to make sure that there's nothing about this bill and the planning that would in any way impede a free transit as a pilot or as a more comprehensive system. >> supervisor mandelman: and maybe we could hear from the
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t.a. and also from the m.t.a., and also, if i could just add onto that, i'm still having problems figuring out the money flow into a system. >> to your question,
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commissioner, or chair mandelman, i think it's a longer answer, but i would propose to hear from kate breen from sfmta if you don't mind. >> thank you. i am kate breen, director of government affairs for the sfmta. you know, while we can answer the question, i think it's important we share with you our oral perspective on the bill and appreciate that our colleagues from m.t.c. are here to talk about the transportation action plan that stemmed from the work of the blue ribbon task force, which we were very involved in, and
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the implications around that for s.b. 917, which is currently pending in the legislature. and while we support the efforts that are underway on all aspects that support the transit experience in the region, i would add that the sfmta is directly involved in the work outlined by m.t.c., and we are also participating in the on going work with the region's integrating task force. we are generally supportive of the provisions of bill that align with this work, related to way finding, real-time data standards, to improve information for our customers and the efforts that were outlined to develop a connected network. our concern lies specifically with the provisions related to the integrated fare structure
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and basically the overreach granted to m.t.c. in the provisions of the bill. these directly infringe on san francisco's role as a charter city. ultimately, the cost of this bill are real and the cost identified as the top three actions in the transformation action plan as noted in melanie's presentation are north of $120 million, and so we would really like to make sure that san francisco has a clear understanding of where
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this funding is coming from. while no funding is identified, there are clear punitive measures if agencies do not implement this bill. the state is in prolonged recovery due to the impact of covid both in san francisco and the region. so at this point, you know, i would suggest that the bill itself -- and we're not here to take up a position on the bill, per se, but would suggest that it's premature. i think you can see that work is still underway, and we would like to see progress in that
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action when it comes to fare setting in particular. >> supervisor mandelman: thank you, ms. breen. commissioner preston? >> supervisor preston: thank you, and thank you for the responses and additional information. i will just say, no surprise to anyone at the t.a., any improvement in transit should move closer to transit funded by the state, and if the state won't get their act together to do that, as they're nibbling at in some of their act proposals, then we will act on it, and i appreciate all the work being done on it. >> supervisor mandelman: thank
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you. i would like some [indiscernible]. >> right. through the chair, i would be interested in m.t.c. staff to a response to miss breen's concerns. we have different willingness to subsidize transit, and we have different fares, so i think a lot will hinge on what this means by integrated fares and what they mean by a regional transit fare. i think i heard from rebecca that there's not any regulation of local fares, but i think that's important because backing off the fare to a
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regional and local split, i think the regional is meant to subsidize that. that funds does have an opportunity cost, so the question is what is the priority, what is the source of that funding, presumably, another ballot measure that could help, as well? the home rule could have implications for us locally to then subsidize or makeup for fares if the fare is set too low, and then therefore, members of the counties would have to makeup the revenue. >> supervisor mandelman: we would be giving up authority to set our fares. we are asking the region for a
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subsidy for our local region, which we may not get, and then, our system deteriorates or not. >> yeah. i think the home rule question is another question for us to figure out, figuring out, does it just pertain to muni or does it pertain to any other system that san francisco is a member of? >> supervisor mandelman: do you want to say something? >> sure. i'll take a stab. it's a complex subject. as to the home rule question, we haven't seen any detailed analysis of this from the city, so i think it would be helpful to read about the concerns. i think from conversations i've had with sfmta staff, i think,
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you know, to some extent, it's a philosophical concern. there could be an opportunity to change that. i think we can navigate our way through that just in response to miss chang's comments about the transfers and impact to local service, it is true that no cost local-to-local service
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would affect sfmta. no proposed regulation of what the actual local fare would be, but there is a proposal to make transfers from local to local and local to regional no cost. but i think a key point there is the operators have already agreed to that as a great first step towards moving to regional fare integration, and m.t.c. has identified funds for the first year at least to cover those costs, and i think this is all being approached in the context of ridership having, you know, fallen tremendously due to the pandemic and agencies wanting to make the system more rider friendly.
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>> supervisor mandelman: thank you. commissioner dorsey? >> i wanted to make sure that i heard right, if there was a study about fare pricing and how that would attract more people to use transit? i know that senator becker's stated aim in this was to do precisely that, to get more people out of automobiles and into transit regionally. did i hear that right? was there some sort of a study on that? >> yes, that is correct. it's a fare integration study, and it's something that m.t.c. and b.a.r.t. led with significant engagement, and we can provide you with the findings of that study.
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but it's what the costs were and what the estimated ridership impacts would be. >> thanks. >> supervisor mandelman: thank you, commissioner dorsey. there's this notion of a regional funding transportation measure, something that may not be moving forward any time soon and want to hear from m.t.c. what they're thinking about that aspect of the transportation plan. >> thank you, chair mandelman. this is something that we really haven't made a decision about. as you probably are aware, there was a lot of activity before the pandemic and in 2020 looking at authorizing a new regional measure, and it was
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framed as a capital measure, the mega measure. i think in light of federal funding from the infrastructure bill and state funding, as well, i think there's a recognition of where the needs are is particularly on the transit operation side of things. we're going to be looking at a lot of decisions that have yet to be made, but it's certainly on our front burner that within a year or so many of our operators are going to be looking at a fiscal cliff as the federal covid relief funds run out. >> supervisor mandelman: all right. thank you.
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let's open this item to public comment. there's none in the chamber. let's see if there's any virtual. >> operator: chair, we do have public comment on this item. going to the first caller. well come, caller. your two minutes begins now. >> thank you, chair. for the record, my name is alita dupree. my pronouns or she and her. i think the biggest premise that i see with this bill is that it acknowledges the regional nature of transportation and users of transportation in this larger community that is bay area soil. and it's not just about bringing people back to transit, but it is about being
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able to create a more user friendly experience and a more predictable experience. one reason why people drive their own cars instead of taking public transportation is perception because you have ownership and control over your car, that you're more likely to get to work on time, and i maintain that public transportation is a good way to get to places on time, and i've used it for over a decade, and it's generally been true that i've gotten places on time. but people want to know how much it will cost, and transfers take time, and it's going to be hard getting 27 agencies together, but i think we can. i think we can do this, but we can't look at the numbers in a
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vacuum because i think that our future's going to be more people taking public transportation. just as the new york city subway recovered from a lull in 1980 to more than doubling ridership during the pandemic, but i think we can't be partisan about it. i think everybody needs to come to the table and recognize that the sum of the parts is greater than the individual whole, w-h-o-l-e, if you will. >> operator: thank you, caller. welcome, caller. your two minutes begins now. >> so my name is francisco dacosta, and i have attended many meetings, many sfcta meetings and sfmta meetings, and everybody should remember
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as long as you get certain funding, you need the input from all those who are physically challenged, input from the drivers, which you all conveniently ignore, and synchronize how [indiscernible] during this covid people using the mask. there is no enforcement, and i put people in terror. those are the things that you have to enforce and maintain before you talk about this presentation, which i paid attention to. it's very convoluted. it's more the consultants
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telling us to do this and that, and the beltline funding requirements can be in peril if it's taken to a higher level of adjudication. so we do have our sfcta that is broke, our m.t.a. that is broke. the only time that anything happens is when somebody steps up and gives them a lot of money, so that's what i have to say. stop giving us these convoluted presentations. thank you very much. >> operator: thank you, caller. welcome, caller. your two minutes begins now. >> good morning, commissioners. roland [indiscernible] from san jose. a couple of quick comments is i did attend the [indiscernible] and my recollection of the
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m.t.c. study is that 95% of the respondents indicated that the cost of fares were not a significant factor in their decision whether to use transit or other modes of transportation. my last comment is i do believe the study indicated that integration aspects are much more important. i can tell you personally through coordination between c.t.a., bus, light rail, and b.a.r.t. connections, i was able to save between 30 and 40 minutes on the line between san francisco and san jose. thank you. >> operator: thank you, caller. chair, there is no additional
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public comment. >> supervisor mandelman: thank you. public comment on this item is closed. well, it seems there remains a lot of uncertainty around s.b. 917. it seems like the additional questions are being asked by our staff. i would love to be walked through what the additional impacts to san francisco would be, but it would be nice to know exactly what the proposal is to be able to do that. keep an eye on this, folks. it looks like you, director chang -- >> yes. we can help clarify what the bill says and second what m.t.c. is proposing and third what the operators' response has been to date.
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there's been a little bit of confusion of what the operators' response to m.t.c.s latest proposal would be, and then, on the fare setting and other transit-type policies. so we'll address that by trying to put that in a memo and presenting it to you at a future date. >> supervisor mandelman: that would be helpful. madam clerk, please call next item. >> clerk: item 10, major capital project update, better market street. this is an information item. >> supervisor mandelman: so the discussion continues. today, we have christina olea
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to bring us more updates, as well. >> good morning, chair mandelman and commissioners. my name is christina olea, and i am the project manager, public works. i'll be providing a project update, and then we'll be providing an update on community business support during construction. i'll start by going over our schedule. we will be awarding the construction contract hopefully by the end of this month, but definitely this spring. this summer, we'll issue the notice to proceed. we'll be mobilizing for construction and conducting public outreach. you'll see the ground breaking this fall, and the construction duration is 16 months, so we
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expect construction to be completed by winter 2023. this is a map of our project area. we'll be working from fifth to mcallister, skipping the area of the future f-line loop, and picking back up just west of seventh street and going to eighth street. this includes repaving the traffic lanes and repairing sidewalks, constructing new a.d.a. compliant curb ramps, widening the corners at sixth, hyde, and grove, and mason and turk. we'll be widening corners and planting new trees, installing new benches and bike racks. we have reduced the amount of utility work.
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there will be just minimal sewer work, including catchbasins. we're relocating one low-pressure fire hydrant and minimal o.c.s. work. these are the trees that we will be planting in this area. we'll continue to readd or plant the london plain tree, but we'll be adding in london elm and brisbane box to maintain the habitat. we'll be adding more benches and new concrete pavers at the corners. this is a better market street funding plan. it hasn't changed since our last presentation. we are working with the u.s.
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department of transportation on an amendment to the bill grant, and we're also working with the mayor's office of housing on our affordable housing and sustainable communities grant, but none of the numbers have changed, and all of the funding sources remain the same. as chair mandelman said, we wanted to minimize the impacts of businesses and people walking along the corridor. lanes will be provided for people to walk in all during construction. for bicycles, we'll be providing a seven-foot bicycle lane for bicyclists during peak hours.
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we looked at the bike volumes between 2019 and 2022, and even though the volumes have decreased significantly because of the pandemic, we still see that 9:30 is when the majority of bicycles have already used the corridor, and we're sort of on the decrease side, so we'll be providing a bike lane up until 9:30 a.m., and then, no bicycle access between 9:30 and 7:00 in the inbound direction. for outbound, you can see that bicycle volumes really takeoff starting around 4:30 p.m., so there will be no bicycle access westbound between 7:00 a.m. and 4:30 p.m. at 4:30 p.m., we'll provide a bicycle lane for bicyclists heading west. [please stand by]
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best routes to get in are valencia or folsom street to get
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around the construction area. in the westbound direction, the main alternate route will be sutter and mcallister. sutter, turk and mcallister to avoid the construction. if you're south of market, you would have howard or folsom as your alternate routes. if you find yourself on market street, the main detour route is 5th to howard to 11th to get around the construction zone. now i'll hand off to jada jackson from the office of economic and workforce development. >> good morning, commissioners. my name is jada jackson. i'm a project manager with office of economic and workforce development. next slide, please.
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so little background, in 2018 sfmta, public works, oewd and p.u.c. signed that m.o.u. to create the partnership that as the business support services component to the construction projects. led by oewd's invest in neighborhood division, the support business owner as they navigate through construction project. in this role, i serve as a business liaison and point of contact for businesses around technical assistance, the corridor-specific marketing campaign, known better as open-for-business as well as business support and in extreme cases where there are significant delays, our office manages the directive business support program. so these suite of services have been put together to support the
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short-term and longer-term needs of businesses. so, in this role, the -- my responsibility is to continue strengthening efforts pertaining to construction mitigation with our partner, other city agencies and merchants to take a proactive approach, pre-construction, during construction and after construction with wraparound services tailored for merchants to provide business education by leveraging city resources from other programs and maintain an active presence as a member of the project team. so, oewd works with a program that we house, the small business development center to provide the technical assistance to small businesses. some of the key elements is businesses will partner with a small business advisor.
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they will get to develop an action plan and there is constant evaluation and ongoing support. oewd also provides business education and leverages other services and programs such as the legacy business program, the small business revolving loan fund and the women's entrepreneurship fund just to name a few. so during this time, businesses have the opportunity to come forward with a need. usually around training or one-on-one consulting. it's really a to z personalized services. this is a list of some of the areas. lease negotiations is a popular one. legal issues, access to financing and capital and training. so a little bit about the corridor specific marketing campaign. the open-for-business program provides direct marketing support based on the unique identity of that corridor where
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construction is taking place to attract residents, visitors and customers to the neighborhood. so it's an excuse the mess, we're still open for business. we work in close coordination with the merchants. in this instance, we have formed or are in the process of forming a better market street working group and they will help guide the program direction and priorities for this corridor. so far we did send -- go around around do outreach to the small businesses identified in the construction zone. so the reason that we conducted that round of outreach was to develop a connection with the merchants to make sure they were aware of the project, to share information about plenty of small business services that oewd offers, including grants and loans, and then also to
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invite participants or merchants to join the working group to help direct the open for business marketing campaign. ambassadors, if they didn't reach the merchants to person, then they followed up via phone call or e-mail so we could try to reach businesses that are operating remotely or with limited hours. so there were 105 businesses on our list. 31 businesses chose to complete the survey. we were able to reach 67 of the businesses. there is a lot of construction
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under way and sometimes we just didn't have a way to contact the businesses. 17 businesses expressed interest in joining a working group, which is huge. we usually have 6-10 businesses that are interested. 14 appear to be eligible, a small business on the corridor with the store front and 14 businesses initially signed the requesting-more information around additional service business supports. so the next step is additional outreach which i will be performing in june going door-to-door to the businesses, providing a resource guide that details resources available for small businesses. everything from technical assistance, ada assistance, as well as access to loans and grants. the resource guide contains a
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blurb about the project and all contact information. i will definitely continue to inform small businesses with connections they can connect with. i'll continue to engage with both the better market street project team, but we are scheduling a kickoff meeting with the working group for creating this marketing campaign. thank you. and my contact information is on the screen. if anyone has questions, feel free to e-mail me or call. >> thank you. i'm looking to see if colleagues have questions or comments. they do not appear to. let's see if we have any virtual public comment? >> we're checking for comment on this item. i see no public comment. >> chair ronen: public comment on comment 10 is closed.
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thanks for the presentations. madame clerk, please call item 11. >> major capital project update caltrain modernization, this is an information item. >> we have caltrain. >> yes, good morning, chair mandelman, commissioners. i'm joined by our chief of communications and the head of the caltrain modernization program. really wanted to thank the commission for the opportunity to present this item. we've had several important milestones since we last reported, including the completion of all 3,000 concrete foundations along the corridor and the arrival of the first train sets on the property. we also had a major effort in which we updated the project
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budget at the end of 2021. and we instituted several new methods to control costs and to incentivize the contractor which includes incentives for them finishing early and the establishment of a shared risk pool by which the contractor and the j.p.b. would share with, but also manage risk. we've seen that as very successful. we established this pool in the time since we reset the program, so we'll call it the last seven months, only $400,000 out of $50 million has been used. previous our contractor was coming to us with 8-10 change orders a day. and so we're really seeing some benefit from that. so i just wanted to highlight that. the others will also highlight that in the presentation.
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we appreciate the collaboration from the staff and that is embedded in the program as part of the change management board. finally, i want to thank the commissioners for their support of the program. we can see the finish line for electric find service. >> hi, everyone. wonderful. you have a longer presentation in front of you, but i'm just going to focus on a few key slides, so you'll see me skip through those, but they're in your packet for you to review at a later time. a québec reminder, caltrain is 77 miles, but the portion of the caltrain corridor that is
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electrified is owned -- south of that union pacific and we're not electric phiing at this point. just a quick reminder, the downtown extension will need electrified service. san jose has efforts to rebuild there and high speed rail will be using that same infrastructure on the corridor. a reminder about the project and the details, caltrain's been around 150 years, and we're at this key moment for the change for the corridor which is really exciting. the details are it's a 25-kv system. that's the same infrastructure we'll be using and we'll have six trains per hour per direction when electrified and
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we'll be replacing 75% of the fleet. the reason we need the diesel fleet is for the additional extension and to get to 100% electrified. we'll be the first diesel to electric railroad in north america. it's something we should be proud of and we're leading the country in this transformation to a cleaner environment. for the timeline, we started construction in 2017. as you see in later slides, we've been building during a pandemic so we have faced challenges in the last few years. but we're excited about the milestones. we'll tell you what happened this year and 2024, just two years away, we'll have passengers on the corridor. as far as the milestones, a large one for us was the completion of all the foundations in january of 2022. over 3,000 were needed to be dug into the ground of this 150-year-old rightaway.
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you can imagine we found lots of different things and had to move them around. when we finished that, that eliminated a large risk for the project, because all the other work going forward is above ground and has a more known quantity to us. the trains, the first two sets have just arrived. our poles will be complete later this year. the wire will be finished in 2023 and we'll do the testing of the next few years. again, 2024 is the key date for us. a picture of the trains we're so proud of on the corridor. we hope to have you to events this summer and events for the public later in the fall. i do not want to forget that we're happy supervisor walton joined us last year for the event on the foundation and we hope to have a broader group attend this summer when we'll have a safe place looking out
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for the health concerns of the community. i'm going to skip through these to get to the meat. we have safety improvements with the project, technology in place, going from diesel to electric, very large sustainability and energy independence goals we're meeting. in terms of equity, you can see on this map, communities of concern and where we're going to be having a cleaner environment for them. as well as we've changed our service to improve our midday and off-peak service and when we have new electric trains, we'll be able to improve that performance. we're touching 36 different states, so it's not just about california. it shows that these big projects, you know, can touch the whole country. here's a couple slides i want to focus on a little more detail. again, the new project update of cost is $2.44 billion. we saw a cost increase around
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262 and then we received some funding, so the funding gap we're looking to fill right now, $410 million. some of the reasons for that, the new signal system, we needed to have enhanced scope from the original design and make sure that was approved and compatible with the needs of union pacific, f.r.a., the federal railroad administration and the high speed rail authority. some of the other cost increases, supply chain constraints, again work during the pandemic, labor shortages, direct covid-related delays and all the underground conditions we talked about. reminder the change in management board. we have members from san francisco on the board. they meet on a regular basis. we have an open-door policy with them and their action is required on any changes over $200,000, so they true are part of the effort for the project. some of the strategies we're looking at to fund the project
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at the state level, i'm sure everyone is aware, there is nearly $100 billion surplus that is discussed. we're very much in the conversations about what that package could look like, how this project could receive a significant amount of funding for that and we're if feeling hopeful. we're at this unique moment in time when there are not only opportunities at the state level, at the federal level there are opportunities because of the passed bipartisan infrastructure bill. we have listed here some of the target programs we're going after. we can talk in detail around our efforts around any of these, but we do have opportunities at the state and federal level to meet this funding gap. we cannot thank again all of the support for the project. we were just in d.c. last year and -- not last year -- two weeks ago, and we really are grateful for the support we have at the federal level, the state level, at the local level for the members that are here with
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employers, labor, environmental, transportation entities, riders, we're all excited about seeing this project hit the finish line which is right around the corner. with that i'll turn it back over to the team. >> any final comments? >> i don't. we're looking forward to any questions you may have. >> chair ronen: you may be in luck, because i don't see any. let's open up our remote public comment. >> okay, chair, we do have public comment on this item. going to the first caller. welcome, caller, your two minutes begins now. >> caller: thank you.
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[indiscernible] very good presentation. i've been going to these for a long time, caltrain meetings for five years. i learn something new every time somebody gives these presentations, so thank you. i filed the foundation work -- followed and that was really the big centerpiece of building this project, because -- [indiscernible] -- wiring in, pictures, foundation. so that got done and now there is work going on with the wires and the poles and i think i read somewhere that a major milestone was reached with the signal system. so, i ask all of you to really support this project. it's tough doing projects like this. they do go up and costs, but it's great and it shouldn't stop just with the 52 miles.
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i would certainly say look at some kind of locomotives for -- [indiscernible] -- so we can run them under electricity in the -- territory and then switch over to the -- 25 miles or so down to gilroy, so we can maximize the use of the electrical infrastructure. i hope that caltrain will keep coming to see you and keep you updated, because we all need to be informed. i'm very appreciative for caltrain once again coming out to show you. it's good work. thank you. >> clerk: thank you, caller. hello, caller, your two minutes begins now. >> caller: hello again, commissioners. rowan. i'd like to circle back to where you were 10 years ago.
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the estimate at that time $1.2 billion, not 2.4. and the estimated completion date was 2019 not 2024. the current project manager is a fifth one. the fourth one was -- [indiscernible] -- which i had inspected and i believe most of you also, too. -- respected. -- budget and schedule issues is the very reason why we have been having these governments discussions. -- i personally don't see any way that project can be completed in 2024. thank you.
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>> chair, there are no more additional comments. >> chair ronen: public comment is closed. thank you, director and chief communications officer and we will look forward to hearing further updates as that gap is closed and we get closer to finishing the project. madame clerk, please call item 12. >> item 12, internal accounting report, investment report and debt expenditure report for the nine months ending march 31, 2022. this is an information item. >> hello, good morning. can everyone see me. director fong. okay. great. this is your quarterly update for the transportation authority's financial position for the third quarter for fiscal year 21-22.
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this quarter we earned $96.1 million in revenues, $74.5 million were for our sales tax revenue. i'm happy to see that sales tax revenue is coming in strong as covid-19 restrictions have been released -- or have been more relaxed by our public health office. we also have $3.5 million in vehicle registration fees. $3.1 million in traffic mitigation tax and we have a total of $14.8 million in total program revenues. revenues have been slightly higher than our budget targets, which is wonderful. expenditures, we've incurred $91.8 million of expenditures. this includes $19.6 million in our biannual debt payments. we have $7.3 million in personnel costs to this point. and that often includes
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non-personnel expenditures. for project costs, we have $64.8 million for expenditures up to date. these expenditures are still under our budget target and that's typical for third quarter. we're about 60% of our anticipated expenditures for the year at the first nine months of fiscal year 21-22. now at this point we have approximately 56% of our investable assets sitting with the treasury pool. these are in compliance with the code and adopted investment policy. this is needed liquidity for us and in terms of our debt compliance, we continue to be in compliance and make our debt payments timely. we haven't drawn anything from our $125 million revolving credit agreement loan with u.s. bank. with that, i'm happy to take any questions. >> chair ronen: thank you, deputy director fong. i do not see comments or
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questions from colleagues. let's open this to public comment. >> public comment on item number 12. i see no public comment. >> chair ronen: public comment on item 12 is closed. ms. fong, continue to keep us in good financial shape. madame clerk, please call item 13. >> item 13, introduction of new items. this is an information item. >> chair ronen: anybody on the roster -- nobody on the roster, so please call item 14. >> item 14, general public comment. >> chair ronen: do we have any remote public comment? >> yes, we do, chair. i'll go to the first caller. hello, caller, your two minutes begins now. >> caller: thanks again, chair
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mandelman. she and her -- i just had cashews. good meeting today. informational work is just as important as action items because it informs us as to the actions that will be taken. i saw the theme in today's meeting. the early emphasize of the importance of regional thought and significance because san francisco is not an island. it's surrounded by water, but it's not an island just as manhattan is an island and is connected by something like 16 subway tunnels and bridges. we don't want to be an island. so how we reach out to those who need to use san francisco transportation on the regional
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basis in an inclusive and wholistic manner, because -- challenges in one that is very different from us. so as you think about transportation, i ask that you consider the importance of people who are not like yourselves that may be uncomfortable to be around people that are not like yourselves, but i ensure you it is not unsafe. i look forward to once again coming to my beloved san francisco. even though i'm sitting here on the 702, i ensure you that san francisco is always with me and i look forward to being back and using san francisco transportation. thank you. >> clerk: thank you, caller. hello, caller, your two minutes begins now. >> caller: good morning, supervisors.
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i'd like to welcome commissioner to the party i guess. i look forward to sitting there with the staff and introduce ultimate alignment that emanates impacts on soma instead of -- 90° after proposed widely the -- [indiscernible] -- and when we do this, i look forward to explaining to him the full length platform which are currently half -- [indiscernible] and also how we're going to be able to continue all the way to embarcadero. we're going to be crossing the bay. the impacts on the high rise building. thank you. >> thank you, caller.
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chair, there are no more additional callers. >> all right, public comment is closed. madame clerk, please call item 15. >> item 15 adjournment. >> we are adjourned.
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>> supervisor mandelman: i am rafael mandelman. i am the v