properties in some proposals for development. san francisco state as a master plan that they have updated. we paid attention to the numbers that they talked about just to make sure that we could analyze a potential future. of course, we looked at the project because the proposal is pretty specific. looking at those projects, we want to analyze what they would do to the transportation networks on the corridor. we started what we called pier 1. what would have happened if none of these projects came on line. what would it do to the system

of over the 30 years, it has already grown. it took another layer of review. it took all of the projects performed -- and by public agencies. they all have an influence on the system. we know what those projects were and how they would affect the system. tier 4 adds one more layer. what do they add to the system to make it safer and make it more reliable? tier 5, with all of the information we have got, how do we make it the best possible corridor and how we plan for the funding and implementation of these projects? to help illustrate what we are talking about, tier 2 looks at

the project and the growth. tier 3 includes two realms. traffic calming and all of the transit proposals we have been working on for the last five years, looking at making lines, giving them more capacity, making them more reliable. on top of all of those networks, we looked at the specific improvements. we have the pedestrian safety improvements, and not just the streetcar. the intersection and the crosswalks, the bicycle improvements work closely to make sure that if there are gaps in the network, where work with

the project sponsors and we sought diagrams that show that. the shuttle system is important. we know that it complemented the bus services that we provide. the outline that they gave, all of that figures into the kind of service, and a big things like he realignment has and what it does for the passenger experience. it has been a big point of discussion. and whenever we change the alignment of the streetcar system, we know it is congestion that impact it. things that are incorporated here, as passengers get off of the station, one of the busiest stations in san francisco, no matter where you're going to, we

are not just transit. we worked bicycle engineering. we recognize it as a tremendous safety benefits. we want to recognize that the crosswalks are improved. it is a benefit for both. this is not so sexy, but it is important for operating the system. as people who ride it no, it takes a long time to get out of the system. it really gunks up our ability to have a place that is not only a terminal, but a place we can fully disabled train out of the system and let them run freely.

i have heard some information and confusion about what the service plan is. this is both going through the ocean view neighborhood and a short line that adds more capacity directly between this and downtown. there will always be a proposal going to and from the park that will remain in the ocean view neighborhood. what happened in the corridor study? i think i have shown this to you before, but i will talk it to you quickly because i think it is a good story. the growth rate of nineteenth avenue far exceeds the population growth of san francisco. when you see a circle that is red, it is an intersection with a lot of congestion. and an intersection that is

going to be dark outlined shows intersections that gets progressively more congested with the extra layer of development. i went from tier one, a lot of interceptions that are congested, to tier one. congested again, even if we did nothing. i'm going th wrong -- the wrong way, sorry. if we add these numbers alone, not the project, just the housing and jobs, if you intersection's become more congested. you don't know why there may be a way to really assess the performance of a system.

we are worried about things that are not measured by that. it shows that there is a quality of life and transit access issues that are very important to us. i don't want that to be left out. what happened was the project improvement proposal that joshed outlined. all of the green circles show what was improved over tier 3 and tier 4. the way they are not all bearing down on one street. but through the east side, we can get it through. again, this is so important for us to take all of the information and figure out a plan to make it work much better. the way we do that, we have

already had a few meetings with the agencies, to identify what the priorities and goals are to make the corridor better. then we get some certainty. if we know what those goals are and the foundation of all of the planning, we are able to make some progress. if those are solid and real, i and my colleagues can start building a better future. it is a moving target unless we really locked down what our assumptions are. if we have that certainty, and we start refining the solutions to make sure we saw what happened with the m. if we are able to do somethin gimng important, we can make history to narrow again. these are some of the solution refinements that are already coming out. i will talk about them a little

bit more. get those improvements identified, leverage these commitments, because if we have a partner and a private-public partnership, we just can't do it by ourselves. and i think the same lessons apply here. once we have that leverage and we have a great response with the local and federal government, we can outline the implementation and make sure it is a reality. here are the ideas we have already heard. we talked about taking the streetcar out of nineteenth ave. and basically all the way through. use that west side alignment to allow pedestrian access and use that moving streetcar to have safer pedestrian can act to the east side. we even talked about undergrounding the street car

and have pedestrian access across those streets. it is so important. remember, these responsibilities are not just transit. remember that truck i showed you? that is a long-term goal at mta to have the street cargo directly, and if we have that, it does a tremendous job for relief for the region and as well as local. they are right at the heart of the sound space. communicating symbols -- signals, they are not so sexy, but they can convey what is happening more cleverly and more intelligently. we have the technology. it is expensive, but if we work with tier 5, we can find a way to embed it.

it is not just those that are the biggest projects, but getting up too high and lake park and getting up to sunset boulevard, we can meet the the neighbors together so that it is not just the intersections, but the bigger picture. pedestrian safety is a major concern for anyone that has tried to go to mercy heights, where even looking at st. ignatius. we want to make sure that it is all part of this. see the outline around this area? that is what they have asked us to identify has a development for transportation infrastructure priorities. we have gone through the process to make sure that they know we want to make transit investments worked here. we are working right now to make sure this gets priority funding.

it is really important that we are working with the region. last words on tier 5. some creative ideas will come out of the work we have done. use of the alignment goes in and out. if we have a west side alignment, it is not really going back into nineteenth ave. it hopefully has that under crossing. the other part of goes back to the neighborhood. what we would like to do is make sure that if we approve this project, this is very much discussion that is going on tonight, i want to make sure that we are making smart investments. if the alignment has to change to go to a tier 5 scheme, hold

off investing in that rail and give us the time to make sure that we have that alignment, the geometry, the connections figured out. and the money spent on alignments will now help us pay for the bigger and better solution. we think it is important because we are not just looking at the little projects, we are looking at the better future. and it would allow the real segments to change and stay put. i want to show you the financial strategy as well as the transportation planning in there. that is my presentation. >> i am going to close out this presentation by talking about how those beautiful pictures relate to the development agreement and how we are planning on enforcing all of

these improvements. i will start with a very brief reminder. several presentations back, i talked to you about the 4 tiers of approvals embodied in the development agreement beginning with the basic and all the way over to the implementing. the ones here that are key for the transportation program are the development phase approval and implementing approvals. i will explain how that works. here is the basics. all of those improvements that they were just showing you, all of them that are called out and the community improvements, those things above and beyond where the developer and the city

have designed together, all of those are listed in the phasing plan that is an attachment to the development agreement. the phasing plan as a laundry list of improvements that are required at certain trigger points in the development. the transportation pieces, most of them, are based on vehicle attract traders. to give you an example right from the development agreement, if the project generates afternoon auto trips, it is based on the project that is required to deliver. that is just one example. there is a whole list of these

things. each development phase proposes a scope of development housing, retail, etc.. in that approval, the developer has to show what that development is triggering and when it proposes to do each of those improvements. remember i said that is level to of the improvements? as the development phase is implemented and the individual buildings are built, the developer must provide those improvements on or before issuing the first certificate of occupancy. it spells out the development phase agreement, or the development phase approval. if the developer failed to provide that improvement, we can cease and desist all levels from

development phase two design review, to the most meager permit. that is how we hold their feet to the fire if, for some reason, they are not following on the agreed upon in phasing plan this is an improvement over many of our existing entitlements. as many of you know, we have ceqa mitigation lists. here, we have those ceqa mitigations baked into the agreemtn al -- agreement that are above and beyond ceqa. contingencies for community improvement. you saw the light rail itself is the entire proposal that is part of this package. a voluntary benefit that we have

negotiated with the cooperation of the developer. these are substantial changes, and we have to go through a process. we do not have exclusive jurisdiction over it. in the event at the intersection improvement or a major improvement that requires a third-party approval goes south. the developer may ask for an extension of time to pursue that improvement, ask for a substitute community improvement that is equal to the credit that that improvement otherwise would have satisfied, or they may ask for an alternative community improvement where we sit down and design an alternate improvement to provide the same

relief or same services that the original was to provide. we end up in a situation where we preserve the benefit of the bargain and we have a process to determine how much value that we agreed upon is worse. and the alternate improvement, we negotiate and have the same budget. the benefit of this bergen is preserved even if they don't want to play ball or improve that. ok. probably the most important piece of the project in terms of improving performance, particularly of transit is the realignment. this piece received special attention, and we set a trigger of 2500 new units. i want to be clear about this trigger.

it is when they are required to begin construction. they may begin construction sooner if they can find the financing and if they feel it is desirable. no later than 2500 new units is when they must commence construction. we don't anticipate this happening very soon because of the lengthy permit process. we have given ourselves seven years to pursue this. let me be specific about what that means. we have two years from the effective date to design a simple -- submittal. it will include the proposed realignment that you have all seen. remember that slider earlier, the west side alignment? in the aero across to link and

eliminate the second crossing the so-called fly-over? we submit that proposal as well to underwrite costs of that so little. on the very front end, we look at the terms of development and to the developer must participate. finally, in the event that the project was proceeding in the original realignment is moving forward, we also found projections. we asked the developer to first construction elements that would benefit tier five and the proposal. we deferred construction of those tale ends.

and the yellow crossover of you have seen that comes across nineteenth. we have the ability to request the developer to defer building notes, and bank the money in the event that we find the money through the state and federal regional government to build a more extensive tier 5 alignment. we do the best to preserve as many options as we can to leverage and maketier 5 -- make tier five possible. the over $100 million is essential. it is the bridge, so to speak, to get us to tier 5. it will make us competitive as we go from the state, local, or

regional level. i think that is it. president miguel: thank you. >> that completes the presentation and we're happy to answer any questions on the housing or transportation peace. president miguel: we greatly appreciate this. we will go to public comment. it will be a maximum of two minutes. mark christiansen, diana mason, stefen heiden. >> i would just like to make -- every other group that came up here was given three minutes and we wait until the late hour and

we are given two -- president miguel: this is the third or fourth informational hearing, and we are hearing the same comments every time. we haven't even gotten to the project yet. >> i am president of the triangle neighborhood association. the developers want to demolish the existing town houses and direct 5700 new residential units. it will bring the total to 8900 units, and 16,020 bedrooms, at a population of 30,000. they charge the motorists $3. clear heads prevailed and it was defeated by the board of supervisors.

but the project even with mitigation measures are put in place which are not guaranteed. he intersection is currently at level service f. is this what we want? i don't think so. there has been quite a bit of community outreach by the developers. i appreciate that. have i have asked the developers of they would consider scaling down the project to better fit the existing neighborhoods and the site itself. they refused to consider a compromise on the height and bulk of the project and the number of plant units. and most significant, the number of bedrooms. as well as [unintelligible] that's a must. it is time for all parties in the city agencies, and the surrounding communities and the residents to work on a project

that can be accepted by all parties. i urge the planning commission not to rubber-stamp this as is. let us work together on a partnership that will be acceptable to most of the stakeholders. this project should not max out the development to secure the best property tax base at the southwest corner of the city. [chime] that would be foolish. president miguel: thank you. >> thank you. [applause] >> my name is diana mason. we're composed of 441 single- family homes. a point of reference, we directly face

we feel like we might be overwhelmed. these are based upon human nature being changed. there is also the expectation of human resources. san francisco state uses us as a parking lot. we will like a viable living space for the future.

>> last week, we heard that the love that people had for the garden apartment. the high-rise construction in addition to earthquake -- aesthetics, breaking up of a sense of community, creating wind tunnels, if cetera they should definitely investigate recreating this environment.

32,500 students and staff combined. -- gets 16,000 shoppers a day. this is all in line in a very small area. this is insane as far as i am concerned. providing one parking space per unit is ludicrous. there is not enough parking there now. if you have families, it is inevitable that you have more than one car. what happens when residents have at visitors? not only does the prt