these changes are more appropriate to the project's fit into the overall visual landscape. you can see what the proposal looks like. we also received comments on the eir. there is an existing chappell immediately northeast or northwest. we received a number of comments that the chapel should be preserved, so we are retaining the. there have been very minor tweaks to accommodate this. we previously had zone this as the cultural park with opportunity for a neutral -- future cultural institution to be located in the cultural heart. that could still happen, but it would have to take into account the chapel in its current location. four streets shown to the left adjacent to the hotel shifted slightly, but otherwise, very few changes to the surrounding context to accommodate this

change. finally, we have been working with the bicycle coalitions on both sides of the bay. to address concerns about the connection between, again, the day trial, promenade system we are providing on treasure island, and the proposed or new east band pedestrian and bicycle path. what we have been able to do is accommodate a separated facility on the uphill side of the road, shown here at the bottom of this diagram. had again fully separated from cars, and a flush condition class two facility in the downhill direction for more experienced bike riders. those of the three changes we have made to the land use plan. quickly, before i turn it over to peter, i want to walk through the phasing plan so you can get a sense of how the project would unfold over time. there's four main phases.

within each of those phases, smaller sub phases. tida would transfer land as they are ready to construct the seven phases. generally working and building the vital amenities upfront and infrastructure up front, including the ferry terminal, and then working out words. the pink shown here is phase two. the blue, phase 3. finally, phase four. getting up to the corner of the city side neighborhood. the phasing plan and schedule performance would be attached, and includes application dates as well as outside dates by which they must start construction of those improvements as well as complete them. there is a principal portion nullity or adjacency by which the public benefits have to be delivered. as they develop market rate lots for sale, they would also have to construct a jason parks and

open space, and there are a set of community facilities that would be delivered more in line with increments of units. within 18 months of the building permit for the hundred unit, ticd would have to file its application for those improvements and commence construction within 12 months and complete within another 36 months. that also would apply to the retail component or the grocery store piece of the retail component. the police and fire station, and had for the construction of a new waste-water treatment facility, so all the things required to support the market development. that will be a schedule that ticd would be obligated to me. with that, i'm going to turn it over to peter albert. he is going to walk us through the transportation plan. >> thank you, michael.

good afternoon, supervisors. before i launch into the sixth short slide on transportation, i want to underline the relationship between the mta and the project team. since 2006, so much work has gone on with mta to bring together levels of expertise, engineers, planners, regional transit providers, local transit providers to make sure the plan reflects stated that our transportation planning. i can assure you that the better streets plan, the trends and effectiveness projects, the bicycle plan that was at that time going through major revisions -- those elements have all been incorporated in plans here. what we have is these bullet points that highlight how distinctive this plan is in terms of sustainability, in terms of financial sustainability, and i also want to emphasize flexibility. is focused around a transit hub, which makes five trips a key

part of getting around. degraded bus and ferry hub is really the point of arrival for everyone going on and off the island using transit. there are high levels of transit, and our models show high levels of transit use, but we have been working carefully to make sure we look at each phase of development and stay ahead of the demand with each level of transit service offered. shuttles are provided on the island provided for the transportation management in -- agency. going up to destinations that are a long walk from the island hub to the institutional framework we bill provides us the flexibility and allows us to manipulate prices and theirs to make sure we achieve the transit-oriented mode split, and finally, we have a financially balanced program especially important. land use is a transportation plan, making sure we have compaq and dense development, and making sure the majority of uses

are within a short walk really helped get us the most of this does not require or rely on heavy use of the automobile. the densities if you see here are comparable to russian hill. san francisco classic dense urban neighborhoods. in the walkable and viable community slides, you will see what we stated, but what i can convey to you is the richness of bicycle facilities classes one, two, and three -- supervisor mar: can i ask a question, so i get a sense of distance from the transit tunnel to the furthest unit of housing? >> the farthest he would ever have to go is a 17-minute walk. a little more than -- between half or a quarter of a mile. what is unusual is it is flat. we get access from bicycles and

pedestrians. we have a hard time accommodating in sentences go. on this slide, a wanted to emphasize we heard from the shared public way, a new street. very bicycle and pedestrian- friendly. we worked especially closely with the mayor's office of disability. you are talking about a street that could have cars, bytes, kids, everything happening. we wanted to build into a architecturally all the mechanisms that alert people -- allow cable the comfort and safety that they are as well placed as anybody, and we got sign-offs' from the california council of the blind as well as mod on the concept. we also worked with the bicycle coalition and department of public health. they work on a treasure island transportation community plan. we integrated the recommendations in this plan as well. finally, as michael said, association of bay area governments has a development,

and we made sure we not only looked at treasure island and yerba buena island, we looked at making sure when the bike and pedestrian path opens, you can get there from here, and we work with them to get their support for the bay trail. this intermodal transit hub is a simple looking plan, but it was very complex. everything happens here. everything that comes to the island circulates around here with very regular sequencing, and we designed it spatially and functionally to make sure we minimize conflict and maximize convenience. the library located here, there is a bicycle you could take the 17-minute walk or maybe a four- minute fight right, but we also would to make sure the transfers were redesigned so you just got off the bus, walk down the two feet, and there is the shuttle. mta is especially worried about operational flexibility.

we built it said that the buses do not have to go out of their way to do the layover and wait function. it is all part of this design. the question about the job corp -- we make sure that the users also have access to this facility. the on the facilities are the programs that make sure people can use these alternative transportation options. we have an innovative transportation management program that includes congestion pricing. as you know, there is the very first congestion pricing program in the united states in california that we are highlighting here in san francisco on treasure island. we also have ramp metering to help manage the flow of cars during peak periods. with been working with the transportation agency management to make sure traffic is managed

when the traffic demands are the greatest fear the concept that what you see here you will also see in the shipyard, is unbundling presidential parking, giving homeowners the chance to purchase, or if they choose not to have a car, they are not burdened with the cost of a parking facility. it is the smartest free market arrangement to support alternative transportation. we have parking revenue and congestion pricing go in to fund congest and services, so there's this wonderful connection between these and fares and the affordability of alternative transportation. the homeowners association will incorporate transit passes, so every household path on the island that is not affordable has the hoa provide a transit half, which is a big incentive. finally, the transit was lost in the bottom, which means revenues come back to support both the transit and market management program. supervisor mar: can i just say

that i know from a number of families that i visit on the island that it feels very isolated right now with the bus service. can you explain how the new infrastructure will make it better for the people who currently live there, as well as the 8000 new homes as well? >> sure. i would point out that the current residential pattern is very low density and automobile oriented. i would never describe it as transit oriented with the mix of land uses. by creating the bulk of land use destinations, you have the foot traffic and volume for people to stimulate and activate the streets. the far reaches of the island by the community guidance -- gardens, the been serving areas -- the wind surfing areas. we keep the bus point to point.

the shuttles that circulate around that are tied to the buses, so if you come into the island, you get off, you want to take the shuttle, the shuttle is time to wait for you to complete the last trip, but the vast majority of all destinations are within a much shorter walk. supervisor mar: would there be additional bus lines created or higher frequencies, given the larger number of people? and how many people with the very be able to accommodate, for example? >> the ferry and bus ridership figures are comparable. we see more transit off the island in the afternoon than in the morning, but the service provided now will sustain development because by having the 1 08 go point to point, we saved a lot of efficiency with drivers that are right now circulating around the beaches of the island. that is picked up by the shuttle.

that keeps our transit operations lower cost than the current situation here as development steps up, we use the very model to keep the bus frequency is ahead of this, so that when you go from 1000 to 3000 to 5000 to 8000, we have always measured the provision of transit frequencies tuesday ahead of this. it does not worked -- work if demand is not met by supply. i think that gets to your question. supervisor wiener: thank you. a follow-up to that -- how confident are you, 5, 10, 15 years into the future, that muni will be able to keep its commitment to consisted transit service to the island? this is obviously different than other neighborhoods. if your line gets cut or becomes unusable, as some in the city

are now, you cannot just walk or model through it. you are potentially in trouble. i could also foresee a situation where when muni does a periodic analysis of ridership, we have no idea what it will be. good seeing lower than other lines, but the impact on treasure island would be so much more devastating than cuts in other neighborhoods. i'm just wondering what you are thinking about that. >> there is a few indicators they give me confidence, especially working with the service planning team, to use the model and the data -- remember that pre-tep, there was not the wealth of data that we have, real-time ridership and transfer data activity. that told us how much service would be needed before the buses came -- became overcrowded, or the risk that the bus became

rigid the bus was overcharging. the other risk is that we run too much service that is way ahead of demand. we have to make sure to tailor the service we are providing. how accurate demand is a tale of out with everything we have worked on, but i can tell you that we run 24-hour service right now to treasure island, and we are continuing to propose that. the ability to have the ferry complement transfer service allows us to do two things -- from emergency transfer access, we have double absence going off the island, and we can make sure we adjust the prices using the congested and pricing mechanism to help us keep that equilibrium between how many people are on the ferry and how many are on the bus. we will offer the same cost for the service to the island that we offer throughout san francisco. if we are looking at pricing like a barrier, we did

congestion pricing and all those things. we have lived with 24-hour service. the frequency we could sustain knowing the difference between density and demand, and the ferry service is a complement as well as competition. >> i guess -- supervisor wiener: i guess i'm saying this is not just a supply and demand issue. is going to be very challenging for people to have parking on the island, so we are more than encouraging people to rely on transit, that day -- a lot of people are going to have no other alternative. even if the line were too, for reasons, the lower ridership, people who are riding will be impacted in a way that people who live in other areas will not be because you have options like walking some places or riding your bike some places which you cannot do here. >> that is right.

we expect between the shuttles and local short trips a lot of the non-work trips off and on the island will be accommodated. the fact that is point to point service is unusual for san francisco. you do not have the challenge of operating on surface streets with numerous stops in between that really compromise a lot of our reliability. we feel that it actually could be a service we could retain the liability with much more accuracy over because point to point is easier to accomplish. supervisor wiener: i guess it is also more i'm just realizing that i do not have enormous confidence in terms of the long run commitment to any given line by muni these days.

it is something i just want to stress how important it is. my last question is about taxi service on the island, if there's any kind of strategy about insuring taxi service. >> you will hear more about the development agreement. we retain the flexibility to make sure we can provide the best service. it is the best guess we have with the best tool. muni wants to make sure we can accommodate. we want to have that extra facility. the intermodal hub where everything comes together has

tax provided, so we make sure we're not conflicting with future cab service as well. supervisor wiener: without enough cash to go places, even though mta technically has that control, we have not seen increasing cab service, and with there were various parts of the city that have very little service, and and just wondering if there is a particular plan to try to ensure that there is access to cab service on treasure island. >> one of the things we are doing is developing a service agreement that would allow us to have flexibility. we have integrated a brand new way of measuring parking. we can offer to support the treasure island project through the mou. that is not limited to just sf park.

that is limited to a full range of services. >supervisor wiener: i guess i'm suggesting there should be a proactive plan in my personal view to have service. i could see cabdrivers' not wanting to go to the island for everything. they do not want to deal with the bridge or traffic, and you end up having no cabs circulating around the island, and you end up not having really dispatch on the island. >> i appreciate that. thank you. supervisor mar: could i just add that as the transportation agency is developed, i would like to hear more details of the capacity that a ferry service and the hours and how that adds to the price of transportation services for the residents there. as it develops, i would like more details on that as well. >> a share, and at the 30,000- foot level, we are providing the

rich transit service level. we are studying the two cases. projects ferries at 15-minute headways. bus service 75 minutes at peak period, and ac transit comes in. that is what we analyze. i think that is a good snapshot of the level of service we would have in the 8000 housing units scenario. the last slide i was going to walk you through was about the transportation management agency. you can have that back. state bills authorize the creation of a transportation -- treasure island transportation management agency, and that is the agency that would manage the transportation demand management program. we are going to be recommending to you that transportation authority board accommodate that function.

we will be coming to you after april 7 with that recommendation. we have already had conversations with authority staff at this point. titma will coordinate the transit service with ferry service, ac transit, and mta, and it collects the on-island congested parking fees which allows them to put that back into how you set the ferry rate and other transportation incentives. they will coordinate to make sure we achieve the balance between transit ridership -- really, alternate but such as cars. titma also helps us look at the long term. you saw the slides of how the votes have changed through the environmental review, which requires us to look at how the roads function and perform. if over time, there are some triggers that show congestion is getting to affect reliability, the titma coordinates with us to

implement a mitigation measures that goes back to make sure that munii appreciate the time to tak about this and would like to talk to you about the taxi service as well as other questions. >> it just to follow up on peter's remarks. in our agreement with the interagency cooperation, they are not required to provide that bus service. but we are bullied by the fact that during their latest iteration of planning, the 108 survived and there is a vocal constituency including the job corps and the 1800 residents on the island that argue that 108 is critical to them getting back and forth from san francisco. we have a physical analysis that shows general fund revenues will

be greater than what we need to provide police, fire and muni service. the last topic we want to talk about, the housing plan and transition housing. obviously a key component is the provision of affordable housing. a 30% of the units developed on the island are required to be affordable, and they come in various ranges of affordability. that's about 2400 units of the 8000. the sources of financing that are available come from three primary sources. one is the land of the developer is required to build the and the pads that have utilities delivered to them. there is the tax increment financing, 20% going to affordable housing.

there is a $51,000 per unit subsidy that could be used to build affordable housing. here is a chart that shows the anticipated numbers of affordable housing. we break them up into three groups. there is affordable housing that would be developed in partnership with the treasure island a homeless development partnership initiatives. tie dye has been a great partner in developing the plan before you. they have been at the table for 15 years developing this plan when the federal government enacted laws to close these places. they required localities to partner with service organizations that provide services to homeless groups to use these assets. they have but what does not only in developing the plan, but they have to under 50 occupied units that make the island a more vibrant place. there are units that are

developed by the treasure island development authority. they would partner like the agency does with non-profit housing developers. we anticipate there being about 1670 units of tie dye housing. we anticipate full build out to be about 295 units of inclusion rehousing. we have identified a preliminary map to show where the affordable pads are. this shows you the 24 lots which could be divided in the future to provide more lots, but these 24 lots would get us 2400 units of housing. there is an ability as we move forward with the development plan to change some of the locations. but we work with them in the redevelopment agency to identify these lots.

supervisor mar: if it is good there spread out, it is there anything that differentiates the affordable housing for a market rate housing? >> we have tried to do just that -- put them within dead neighborhoods in various locations. we wanted to make sure some more close to the grocery store in the ferry terminal because then they end up scoring higher for tax credits in other financing sources. so the three types again -- the egg units will range in affordability but we are taking 50% to be the average. they could go lower or higher. these could be provided for low- income families, seniors, singles, etc.. it could be ownership or rental. the tida units, there are 250

occupied units and we would replace those units as well as provide 185 new units. we are pegging affordability to these units at 0% to 30% of ami and we will have a separate agreement that lays out how and when they get the parcels to be developed. the and exclusionary unit, we made a -- see inclusionary unit, in exchange for more pads to build 100% affordable projects, you will note that rate is lower than it is a city-wide at 5%. these are units that would be built within the market rate

products and anywhere between 80% and 120 for home ownership, for sale units. on transition housing, we had a lot of discussion with the residents. at first -- supervisor wiener: i know you spoke about the levels of affordability and in terms of low-income verses middle-income housing, about 90% -- 80% was for low-income? >> that depends on how you define low-income. if you are defining it at 50% or 60% below, the affordable housing would be for low-income. i will note that the units -- we have a