concentrations of pedestrians, and that is a key piece of the project. both of these streets are truck routes, so accommodating truck travel has been a component of the design process. i will dive into the chinatown broadway street design project. this is with three city blocks from columbus avenue to the broadway tunnel. broadway, as you know, is a former freeway connector, and when the freeway came down, the function of the street changed over time. over the years, a number of streetscape improvements project has been implemented east of columbus. we see in the different colors they have been implemented in phases. the broadway project in chinatown is an extension of the project but with a real focus in chinatown where we see the highest concentration of pedestrians. as david mentioned, this was a collaborative effort between other city departments as well as our community partners. for this project, we applied to

the grant with chinatown community development center. we started from the beginning developing and out reach strategy for how we would engage the community, working a lot with the senior population that does not speak english. having that partnership was key in terms of getting the ball to come to the meetings and participate as well as helping to facilitate translation. all of our materials and presentations were conducted in both english and cantonese. we heard readings in the early evening at times that were most convenient for the community members. education was a key piece of the project in terms of learning about different aspects of the street, the width of lanes, the function of a ball about, what a scramble means to help the community be more informed in the design process. we have had four public workshops. we had our last workshop about two weeks ago. there was about 70 people there. it was very celebrate.

in addition, we did targeted outrage. members went door to door and spoke with merchants. we did more targeted meetings with other organizations in north beach and russian hill. through this community process, there were three priorities that were identified -- the first was the community really wanted to improve pedestrian conditions, safety as well as comfort. second was to support the community institutions and local businesses. since the project has started, there are a number of vacant storefronts on broadway, is a thinking about how to revitalize the street, but also thinking about economic development has been a key conversation, but also how to beautify and enhance the identity of the street. i am thinking about how to design the street, there are a number of questions we ask ourselves. the first was how to maximize

the pedestrian experience on a busy thoroughfare. this was a case where there was already a lot people walking, so how could we make the experience more pleasant? how can we improve pedestrian safety and comfort? this is looking west on broadway. as you can see, it is a very wide street, and pedestrians are not ideal for pedestrians, let alone the number of seniors that with in buildings right near this intersection. and how to accommodate many modes end users. this is a street that is well used by cars. a number of muni lines go across broadway or long runway. we have bike routes, and we have traffic that is really important, particularly to the businesses that are on stockton street. one question we asked was if there is an opportunity to reallocate the roadway to better serve the uses we see on the street today? traffic analysis shows that there is a morning toll lane that is not at capacity right

now, so our preferred design option really builds on this idea. what we have proposed is that we would eliminate that eastbound tolling, and that allows us to have two traffic lanes in each direction, and then we can provide parking all day on both sides of the street. a number of other streets -- streetscape amenities would be included such as crosswalk improvements, lighting. the package we are seeing in other streetscape improvements across the city. and in transit improvements. there are two bus stops on the street, so how to improve existing bus stop locations. if we zoom in, this is really the heart of the neighborhood. there is a lot of activity that happens. there are two produce markets that are heavily used. the idea was how to accommodate pedestrians at this pivotal intersection. on the top left, it looks like today, and perhaps what it could

look like in the future. we would have to have a right- turn restriction for cars that are going north or south onto east or west broadway. it includes the right ways, and really marking the intersection to let drivers know that there are intersections there. and then this is broadway and powell. this block is the walk back cars are moving very fast. the idea is adding a planting medium, adding a specific lobov it to help facilitate loading, drop off, and pick up for students, and then, to make a smoother transition right now to make a right turn from two lanes. that is really dangerous for pedestrians, particularly parents. in terms of next steps, the

environmental review would have to be conducted. we would go through the mta approval process for the tall wailing. we are right now working on a possible trial of the temporary bulbs and the right turn prohibition and hopefully see capital funding. >> good evening. yes or the manager of the cesar chavez street community design plan. the plan that you see on the screen shows the location of the street, the section of the project, so it is a major connector between to a wheel of freeways. there is a flat area mostly

surrounded by industrial uses, but also with a significant population of residential areas just in addition to the west. this is also the continuation of the project that you might be familiar with. it is currently under construction. the same approach as the chinatown broadway project. we have a very specific strategy for the project. we did partner with many community-based organizations that were really key to develop the plan. we did also work with them and rely on them to do outreach for us so they were able to reach out to groups we will be working with. we really placed a lot of emphasis on interagency

coordination. we did work with interagency groups on this step-by-step approach. we also did partner with the university of san francisco class that asked us to do a much more in-depth analysis of conditions. we also structured our analysis with focus groups. instead of only relying on community workshops, we decided to go on-site in offices and other institutions during the day to outreach to workers, and we did a lot of brainstorming with them. as i mentioned, we did stakeholder interviews and to the wheel of very important working groups where we had the chance to walk the street with the interagency groups and the community. we did interviews that were

recorded on video, and we can give you the link if you are interested to see the residents talking about the street. we did a for your workshops. we did a building of the community vision in the first and develop ideas for the second workshop. sauce then we had an open house at the end where we reviewed all the designs. our main question was really looking at how to create a place and address environmental justice in the industrial areas of the city and at the same time a place where workers and residents are using the spaces of the street every day. this is the vision that guided our design. we talked about creating a connector and not a divider of neighborhoods.

as you might have seen in the map earlier, these streets really connect many neighborhoods. so it is a very important street. also, we discussed the importance of preserving the industrial uses of the street. it is a vital part of a very lively industrial zone, creating trouble for all modes of transportation, thinking about greening the street and also creating a place for residents and workers. before going into the design of the street, we thought it was important to create a design framework where we also look at these systems around the street from the family space network where the opportunity is to create a series of space is to sit and gather.

there are some employers that have 24-hour shifts, and there is no place to eat. also, this is a rich area in terms of ecology and cultural heritage. also thinking about and ecological network that could reconnect the underneath creek to the water of the bay. this was mostly based on the land fill part of the quarter. you can see on the left side, the condition of some of these sections of the street, and the substandard sidewalk -- they are not accessible. we looked at that and look at what kind of relationship we would need to bring back people on the street. we had two concepts. one was separated bicycle lanes,

so we think about capacity of lanes. reducing lane numbers. we need to keep access to the two freeways, but we do provide bicycle lanes with buffers on the first profile. the second profile is the option of moving both lanes on one side, building a cycle track that can create a more recreational feel to the connection and also connecting the west side of the street to the water. we brought today see the way you can look at all these designs in detail. we really analyze every section of the street that we could not present today, but we will see if there are any questions later. we also looked in-depth at the interchange.

it is sometimes called hairball by engineers and the like, but the bay shore cesar chavez intersection where there are many vertical levels. this is a major divider of the neighborhood. it is also a very highly used intersection. we discovered a lot of people walk here every day to go to work and the like. it is a very important connector. we did a study of the intersection and it was quite a complex and in-depth study. we analyzed the whole network and then we looked at the key point of the network, and we could change conditions, not

investing a lot of capital, but doing very simple shifts to the road or the sidewalk, but allowing people to really navigate the area in specific conditions. it was an interagency effort, so every implementation piece that was put in was really and lamentable really quickly. next steps -- mta did a pilot program that was already part of their bike plan, supported by our experts to restructure biplanes. it would be great to upgrade them to more permanent conditions, but we got very positive feedback by the community and we did extensive

outreach to make certification this is something the community would enjoy -- to make sure this is something the community would enjoy it. next would be obviously seeking capital finance for implementation to be able to fully emblem and some of these ideas in the short-term future. we wanted to talk to you for a couple of minutes before closing about what it means to address the planning process. we had a very good experience with these two plans, and we think we did a lot of work with the community that are not advocating for change in their spaces may be good did not before have a voice to do that. we have a few things we would like you to think about. we really tried to bring a

strong identity for word for these corridors. it is a corridor that it looks like no one is really there. when we started the project, we thought no one was there, but we discovered there were a lot of people out there and living and working there. also for broadway, a stronger identity. we wanted to bring it forward and strengthen its identity. they were both very complex projects because we had very strong constraints -- a lot of constraints, physical constraints because of the roles were really fixed and we could not change much and also because there were a lot of needs. i think our way of dealing with

the community and having a dialogue was very helpful to make everyone understand the trade-offs and find a solution. chinatown has a strong identity, as i said, but very high pedestrian volumes. in both cases, we wanted to save a space for people to use the streets in their everyday lives. i think in both cases, we tried to do that in our designs. lastly, the importance of the implementation. practical, some what pragmatic goal that was the way to make things easier if the ideas were to be implemented, how we go about it, and we found the community partnership, really finding a dialogue in the community was key, and also, the

idea of having interagency collaboration with the transportation authority and also puc. with that, i think i covered everything. if you want more information, we have two websites that have a lot of information with maps and documents. you can also look at my report, and the runway report is forthcoming. thank you. commissioner fong: ok. wheat -- >> ok, we have one speaker card. maybe there is more. fran taylor. and then we'll open it up to public comment on this report. are you here? is there any other public

comment on this but did? ok, we will go straight to commissioner comments. commissioner wu: by way of disclosure, i did work on the chinatown broadway project before joining the commission, but i do not want to do it my own horn, but i think this model -- i would really in courage department to look at this kind of partnering comedy the engagement to the community, focus on education in all of the outrage that we do. i see the need for it in legislation. i see the need for it in big projects. like i said, i know that there are staffing constraints, but there is a model and principle that i think is important. the one note i made to myself is the other thing i really

learned through the project was about peak times and how rigid i think the standard is. the morning commute hours and afternoon commute hours, but i think for different communities, it is different. for some communities, it may be a lunch or shopping or school hour or something like that. just wanted to note that i know it is beyond this planning department, but that is a place i would really love to see some change or flexibility. commissioner antonini: a few suggestions on these plans. i think ball bounce due for the pedestrian closer to the crosswalk, but they make anyone -- make it difficult for anyone trying to make a right turn -- i think bulbouts do put the pedestrian close in the crosswalk. it is kind of trade-off. another thing i think you have to implement, but below it on

broadway -- broadway in stockton in particular, but almost all the streets -- is a signal system when there is a walk signal where everybody walks in as many directions as possible like we do on california, montgomery, in the financial district, and when it is not well, it is all traffic in various ways, so you are not holding up a whole lane of traffic while people are trying to make a right turn onto stockton for two signals before you can make the turn onto stockton. it just makes sense that you restrict the walkers to certain times and the rest of the time, it is traffic time in the various directions. then, in regards to cesar chavez, i think the interchanges really need to be improved with particular reference to coming off of 280 or 101 in particular. it is very easy to get

completely lost. and if we are having a development in hunters point where there will be thousands of people living and working, and for them to get off of those freeways and access hunters point by evans and eventually and is on that route or cargo, again, it is real tricky, and it is going to be a big bottle that if you do not address that. even now, it is difficult. if you come from the clam house and make the wrong turn, you get in a lot of trouble. but if you are going to do biplanes, make sure they are separate from the streets. if they start getting on to cesar chavez, it is going to be a real problem. the sale will be true of any buses that will be implemented. i read somewhere where there were not any buses, and probably that is a good thing if we could put them somewhere else, if --

unless we could create a separate bus-only or light rail- only lane because it will slow down things even more. those are some of the things i have noticed around the area. i know it is a big problem. i remember in 1969 when they were working on that interchange. it took, like, a year-and-a- half. commissioner miguel: i think the work in chinatown looks good. i have not been called in it. but i did attend at least one of the meetings. i cannot remember if it was two regarding cesar chavez because it is potrero hill, and i use it all the time.

it is just interesting to me that these are caltrans grants when these are probably some of the worst injuries and exits from freeways into san francisco that they ever designed. even when you know the area well, for years and years and years, you have to stop and think again -- which elaine am i supposed to be in? because that is where you are going to end up. they are very unforgiving. cesar chavez in itself is the absolute opposite of broadway. broadway is a place. cesar chavez is not a place in effect when you are talking about place making. it has virtually no pedestrians because there is nothing to go to.

there is no transit to wait for to go to a bus stop. there is no retail whatsoever. you go from mission street and you keep going to third, and there is nothing. so you have very different street situations there. basically, the sections you are talking about our transit streets. they are major transit streets. without public transit on it. it is all private transit. very heavy commercial transit use. because of the industrial nature of that whole area, which is not going to change that much. but if anything can be done to facilitate the freeway access, and i notice you have the

sidewalks even are only feet wide, where as if you noticed i vigo mystery to the residential districts, they go at least 10, but you will not have enough pedestrians there to bother with in my estimation. i am really pleased with the out reach you did. outreach in that area is very, very difficult to get people out. when other projects or other organizations have tried to get out reach, it has been very minimal, and i think you did an excellent job. commissioner moore: i applaud you for having gotten the grant, and i applaud what you did with it. i think it is great to see the two quarters inject supervision

because they speak to the type of tools but also the innovativeness by which you approach these very different environments. i am more confident -- commenting on the broadway study because i avoid the other one because i mostly get lost. admitting that, i want to comment on the broadway study. fearing that the capacity of broadway might be slightly overstated. what i also see as a major hindrance on using the st. effectively is also double parking for truck loading and unloading on the north side. double parking for passenger unloading and loading on the south side because we are pressed on one side with large restaurants and we have larger retail facilities on the north side. the thing i'm very concerned about is the impact of the van ness brt and add to becoming an

extension of fiber one instead of the way it is currently where we have multiple intersections taking the in-bound movement to downtown along venice's. i think that needs to be looked at. this is a project in motion. this is a good spot analysis, but there are many other changes, which i think you need to continuously monitor before you settle on what the solutions are. you addressed the issue of broadway on the tunnel. there is also a strong movement of using the street that strip lands, going up to nob hill, going up to taylor and distributing from there. there is a subset of movement which does need to be taken into consideration. hopefully, the more funds you have to keep the current

project and other things coming on line, and you need to reconsider those moves. >> i wanted to thank staff because these products do exemplify more progressive thinking in terms of outreach and how we think about these streets. both streets are a serious challenge in the sense that we all kind of had to agree that the amount of traffic volume of these streets maintain today probably is not going to be lessened by much, and we had to maintain those traffic volumes while at the same time make it much safer for pedestrians and bicyclists. unlike other streets, that is where we are able to reduce traffic capacity. these are two streets where we were not able to. it was an interesting challenge for us. but i also think that this is an interesting model for us in terms of public outrage.