traveled per household is 20,000 miles per year. it would be expected, assuming that something, you know, totally unexpected happens, and it would somehow beverage from all the patterns in evidence around the country and around the bay area, it would be expected that these units, with people who live in the units, with dry barely more than 5,000 miles a year based on the patterns established. once you multiplied that out by the number of people that will be living here, the number of units occupied, that is a reduction of over 9 million miles. it is important to remember that whoever is in these units in the future, they will live somewhere. if they did not live in parkmerced, where are they going to live?

their patterns will follow what this chart will for it, and they would have read a greater impact on the city and the region and the planet as a whole. that is the context that is important to remember when a value in this from a sustainability standpoint. it is not just about an individual building or an individual person, but the overall patterns that are amenable, they are just sort of fact. the largest improvement through the greenhouse gas reductions would be coming from this basic land use transportation program in terms of the design of the development and the number of units and the location of transportation. project as proposed other improvements, and we will talk about those in the second. will talk more about the transportation measures, so i will skip over that, but it is

not just the land use program, which improves the transportation habits of people who have been supporting programs that make that possible. in terms of the buildings themselves, it is important to note that existing buildings have an energy future, and a lot of resources went into putting it together. when you build something new, it takes some time to recoup the earlier investment and the resources that went into the existing building you are replacing, but as michael pointed out at the beginning, these buildings were built in the shortages of the time. it will take somewhere on the order of 20 years to 30 years to recoup those costs, but this new development will be here for many decades past that. the substantial investment it would take to continue to upgrade the existing buildings would make it more efficient, and it will this essentially eclipse in a couple of decades

by the substantially more efficient quality of the new building. supervisor mar: what do you think would be the life expectancy of the structures built in this project? >> presumably 100 years or more. i cannot say specifically. we would hope that they would be at least the quality that was built they did before the era that this site was originally built in. we would assume many decades. definitely well past the life of what the trade of would be in terms of the body energy on the site now compared to new investments. there is a sustainability plan that is part of the document that is a component of development agreements, and the sustainability plan contains very detailed metrics and implementation action that the project sponsor has to undertake over the life of the project to address different issues, and there is a monetary program that the planning department is responsible for, issuing reports

on how the project is complying with these measures over time. and the two main areas, other than the land use transportation program, our water and energy- related. there is three main aspects that the project would be considering. first is the reduction of potable water use, the reduction of impacts on the hetch hetchy system, specifically. second, the reduction of the combined sewer flows through our treatment plants, which are, as we know, very stressed, particularly in what weather conditions. it would be to improve the local watershed and restore the conditions that created developments of the site. i talked a little bit about the storm water system and the creek system. the goal from redesigning all these streets is to make them key elements of the ecological storm water system, essentially carrying storm water to a centralized creek system, which

sort of filter it through natural buyer remediation and carries it eventually to lake merced, and they are restoring the original flow of the watershed. this would also substantially reduce the stresses on the southwest treatment plants and would reduce the amount of -- overflows into the ocean and improve water quality. it is also important to note that you can see on the map on this slide, the city has a recycled water ordinance. certain geographic areas of the city are part of the ordinance area such that any new development has to be eventually serve buy recycled water, once the puc make that available. you can see most of the area is not in the recycled water area, but parkmerced is. so this project would not be just dual plumbing the

buildings, which is a legal requirement, but would be installing distribution systems in the streets with piping so that once the puc makes that recycle water available, it would be a simple connection problem, rather than the puc having to go back 20 years from now and say, "we need to rid of all the streets again at the cost of many millions of dollars and put in the distribution system." that is one thing this project would be doing in preparation for that. so all this simply means that even though there is a substantial increase of people living on the site, the amount of potable water from our hetch hetchy system that would be used would be almost negligible in terms of the increase. the estimates are that differ unit water usage would drop substantially so that all the

landscaping changes as well as the efficiency and recycled water system. actually, with that, i will turn it over to peter to talk about transportation. >> thank you, josh. good morning. what i would like to do is walk you through transportation as proposed by the project but also lay a little background about the transportation plan that went into shaping and designing the project and figure that the next steps. to take that off, i would like to talk -- you might have seen the principles of the parkmerced planning project. i would like to tether each of these principals took a major transportation aspect. for instance, one of the goals is to build an environmentally sustainable environment here and i would say the transportation and transit-oriented development are key to sustainability. increased housing rentals and

for sale, and when you look at the cost of living in sanford cisco, you have to figure the cost of transportation as well, transit-oriented development programs support more affordable living, not just how you manage the cost of the housing unit itself. it is the whole lifestyle. creating transit-oriented development neighborhoods really means creating safe, comfortable, pedestrian access from residents to transit centers but also residents to services and job sites in the neighborhood. create a social heart for the community. i would recommend that the transit hub becomes a major social heart. we will talk about that later. and finally, providing a diverse community is one of the goals of the project. multi modal access, making sure the u.s. bicycle, pedestrian, transit, shells, driving, parking here of all of these pieces to help a diverse community feel at home in the new development. i do want to emphasize how much

review went into this project for transportation providers and experts in the city. even as early as 2008, was up and looking at the 19th avenue corridor study. it was requested by supervisor elsbernd. very helpful for us, to look and say if there were a project in this corridor, what would that project impact be? what would it look like even if there were no project? how might that affect quality of life? the 19th avenue study was first initiated in 2008. at the same time, we have the transportation impact study for parkmerced, so we had this parallel analysis that could help us look at 19th avenue in the big picture and specifically parkmerced, so we made sure they had a chance to look at the impact. we had special meetings with transit operations with safety and construction to look at all the alternatives and to give

mta's preferred recommendations to go forward. we had passed review of proposed projects. an interdepartmental agency of the fullest apartment, fire departmentapartmentdpw, -- fire department, police department, dpw. we published the 19th avenue corridor study, which gave us that 30-year snapshot long view of what is happening, and at the same tiny eir was -- the same time the eir was published. it is more than light rail. all these muni lines come together. we have the benefit of the first time muni in 25 years re- examining the transit network, and we got the latest data coming together in 2009 to help us finalize our transit plan in 2010. we also sat down with rail

operations and said it we are going to live the streetcar about a 19th avenue and bring it in to parkmerced, can you verify the costs we are assuming a feasible? we sat down with them and make sure that was recorded in our fiscal analysis, so we brought the fiscal experts, the rail operations experts as well as the planning experts fear finally, we brought an overview of the project this year, and back in september of last year, we did a snapshot overview for the entire mta board as well. i want people to understand how coordinated the work was in developing this transportation plan. i will talk a bit more about the 19th avenue corridor study, but i would like to show the rub boundaries of this site. it gave us a chance to look at 30 years of growth on 19th avenue. the project we look at specifically included san francisco state. we looked at it as a potential

housing growth area. these are smaller developments in the corridor. we look at those numbers and thought if they were to reintroduce the proposal, how might impact the corridor, so we were being conservative looking at the most potential growth that could happen. we looked at the school of the arts and at the balboa park area study, and of course we looked at parkmerced. we put those numbers together to get a series of developments, which i will get later, but the point is to say to give broad look at 19th avenue before we got on the details of the project. i will hit on some of the mode accommodations. starting, for instance, with -- it is hard to see on slide, but the very idea of smaller blocks. is what makes the best neighborhoods in san francisco walkable. we are simply emulating those characters.

really designed more for the automobile -- supervisor mar: we do not have the slides for this in our packets. if this could be provided later, that would be helpful. >> i think we are getting someone on that right now. i apologize. it you like, i could speak slowly. looking at the breakdown of blocks and superblocks and pedestrian scale blocks, this is pedestrian improvement because it gives people that many more short cuts and options for walking around, but again, we took advantage of the better streets plan -- supervisor mar: one thing i noticed is you cannot figure out where you are going. it is very confusing, but it sounds like with more streets or different alleys and streets, it might make it more understandable place to walk, i think. >> i would agree with that, and

i would say that the definition of major streets, for instance -- there are some streets that our main boulevards with strong landscaping schemes to give people the idea this is a major pedestrian, bicycle quarter. they give a diversity of street types that help people know immediately whether they are and where they are in the context of the bigger site, as opposed to an anonymous replication of the same kind of street-odd angles. again, emphasizing the better streets plan is such an important design mechanism, helping us design not just at the service level, but looking at substrate elements, looking at sustainability, looking at sustainable landscaping. i argue that landscaping is transportation commission. if you put services and businesses within walking distance of home, it is so much easier for people never to have to bring their cars out to take their kids to day care, to school, the corner store for milk. while we talk about transportation as pedestrian, bike, transit, and cars, land

use is a big part of it. giving people neighborhood-scale services within a block or two of their residences is a san francisco tradition and one being proposed in this project as well. these are just images showing in addition to the design of the streets, we're looking at design of the buildings that face the streets. one major accomplishment here -- people talk about parkmerced as having the effect of a gated community, and there are only very limited access points. what you will see in the proposal is that we create new intersections that allow pedestrians to cross between parkmerced and the lake merced area appeared on the southwest corner, there is a major axis point to the recreation area

from brotherhood way, which would be a major axes point. also in the southeast corner, where there is the -- right now, there is this sort of cloverleaf between brotherhood way, we make sure that this pedestrian connection safely get you across their here and help you get to the churches on that corridor as well as going across highway one into the existing omi neighborhood. >> before you leave that slide, i did not want to let that be the northeast corner with the transit plaza is going to be -- you cannot skip over the walking benefit. not to say that this is the solution to all things, but, you know, the six, seven years i have been on the board, the number of pedestrian fatalities we have had at that intersection because of the transit. now with transit on the left

side. just that pedestrian benefit alone and the walking that happens, you are not going to have it as congested with pedestrians. it will be a heck of a lot safer. >> actually, he is stealing my thunder. there are multiple benefits for the outer 19th avenue alignment. let me just blow it up into a bigger picture so you can see what the supervisor points out. pedestrian access to and from the neighborhood is one thing. pedestrian access to and from major transit hubs is critical to pedestrian safety. as we talked about the tep and better streets, i want to point out that this was a time when our by plan was in joined in we were able to make a lot of progress on innovation and new ideas for bicycle facilities that we have not really put in place yet in that time of enjoyment. the to the best state of the our bicycle practices, mixed use half that allows buses and pedestrians to share with ample

space. all of those were able to be embedded in the bicycle plant of this project, taking a bandage of what was happening in the bicycle plant at 28. you will see a major boulevard is the one that skirts the open space on the southern side of the project is also a bicycle boulevard. we also have throughout the site by sharing -- bike sharing. bike schering and cars sharing are two of the requested elements that you saw in josh's slide. what you are also seeing is that where parkmerced stood between san francisco university and the bart station, you will see how bicycle lanes start to connect from university through the gateway to the census go -- or from san francisco university to the bar area. i'm going to drill down to show you what i'm talking about here is one of the mitigation measures we worked with said you

need to make sure that pedestrians and bicyclists can safely cross streets. level of service really only measures automobiles moving through intersections. we have a priority on bicycle and pedestrian safety and transit reliability. wherever we can tweak an intersection that looks like it was getting in trouble to make it more say for bicycles and pedestrians, we did. what you see here is that there used to be a half -- this is the current half, the current situation now, of automobiles that were using the cloverleaf to cross what would be the bicycle path to get on the highway here analysis shows we can accommodate the traffic pattern in a way that does not necessarily -- also what that says is it actually challenges the lead time. if you are coming off highway one, trying to go east, you are crossing traffic with very short distance getting off and getting onto highway 1. our solution and to eliminate that conflict is to have traffic

going left from brother of a way, very simple, very straightforward, no need for a 1940's-style cloverleaf. we have freed up a safe, bicycle and pedestrian path from the corner of project out towards the daly city bart station. by eliminating the cloverleaf, we have three bicycles circulation without a single automobile conflict. that is the example of mitigation measures that our rights plan was able to help us accomplish. so i talked again about breaking down the slope of gated community feeling. look at these intersections where there are now pedestrian access points. out said the transit plaza, but also at points along the project. here is a much more detailed scale. every one of those circles indicates a new, safer crosswalk. to really make sure that this project is integrated into the greater san francisco, rather than separated by highways. this intersection pulled out --

i think you saw a graphic of this. what i want to emphasize here is there is a huge recreational facility right across the street. this allows pedestrians to walk down to that intersection, but it also allows a mixed use half, so bicyclist have a true crosswalk that lets them get safely across the boulevard, out to the major destination area. it is nice to see that transportation is not just a journey to work, but also home, to recreation. i think you will see similar refinements throughout the internal document and other mitigation measures. again, here, a very tough intersection to cross right now. we use the street car crossing to help us build a safer and more direct crosswalk across 19th avenue. this is the transit plaza. you can see now the trains come out of the middle of 19th

avenue, everybody getting off the train heading west, which is about 90% of the people here in front door access for san francisco state, and making sure that while we do that, we redesign the crosswalk. you can see the bulls flaring out, at the same time giving up for your-way crosswalk, giving a much more prominent marketing to help traffic and pedestrians navigate the intersection safely. the last symbol of the mitigation measures that zeroed in on pedestrian and bicycle safety is on the very northwest corner. right now, there are no crosswalks. you can see the diagram to the left, that run on the bottom. cars making that right turn have no indication they are crossing into a residential street. our recommended proposal is a traffic refuge and crosswalk that helps people walk safely to and from the recreation area to

the west. is it mitigation measures that goes beyond and looks at pedestrian and bicycle safety. there are some key parts of the project. this is something that helps us. we are going to be operating more frequent buses in the area. that is part of our plan. we know we need all the help we can to give people attractive options. shuttle provided by the project sponsor really helps us make sure they are going from the heart of the neighborhood to daily city, but, out along the west side, and down to left leg. right now, there is no self- service feared this gives everybody won a shopping destination -- everybody who wants a shopping destination a free far right. >> how often does that shuttle run? >> the scheduling of that is, i think, the most important thing the developer can do. look at demand and look at savings and scale in the amount of shuttle service that is there. the beauty of that is they have

the ultimate freedom to run the shuttle as frequently as they like. the connection between revenues that come into the project and sustaining the shuttle are entirely within control of the project. what we would do is make sure they are looking at some bankers like this. the muni rail line will come in. this is the proposal we have now. this is what we are proposing. we are really proposing two versions. i would recommend that the department sponsor continue to work closely with us, and you will hear about that in my discussion, to match the frequency of the shuttle with the frequency of this . we are creating a line that starts at present and a line that continues beyond into the neighborhood. do we like this? is this a project we think helps enhance our service? i will point to two indications of how it does. first of all, by taking the streetcar out of the middle of 19th avenue, we can but landscaping and better pedestrian crossings in the middle, and the pedestrian

amenity as well. i would like to drill down again on these two things. the transit plaza, where san francisco state and park ridge said enjoy transportation out of ninth avenue. i did not talk much about the track to the right. that gives us a tailor shop. we have no place that allows us to take a malfunctioning train out of service without screwing up the whole operation of our line. we can take that train out of the way, and will also start pointing toward a long-term goal of our own, which is a light rail to board connection that helps everybody in san francisco. with is an attractive the operational in the short term, but allows us to be able to ensure that long-term connections are still there. again, here is the full picture of lansky boulevard, veteran service, and short and long and

in connection to daly city by. i would like to take a step back, and this is near the end of my transportation presentation. i appreciate your patience, but it is important to go back to 19th avenue because this is probably one of the most challenging corridors in the city. what i found, when you look at the city from a 30,000-foot level is part merced is pretty close to two transportation hubs. what you do not know, when you get off one of those rail systems and try to walk, is how complicated that is. if you get off that daly city bar and try to ride a bike or walk to present, you are met with basically a highway, cloverleaf, a lot of materials, and eat you get off at the ocean view stop, you are, as i said, in the middle of 19th avenue were 100% of the people have to deal with freeway-levels of traffic. we would like to make this not just a chance it crossed

project, but a transit-oriented projects. the corridor study has helped us learn a lot. for instance, 19th avenue is a regional street. regional roadway. it is not affected so much by growth of a project. it is affected by growth in the bay area. san francisco just happens to be in the middle of it. this diagram is really showing that san francisco's population growth, which is fairly slow, and we have seen an increase since 1990 -- it is kind of leveling at about the 800,000 range. this is 19th ave. between 1965 and 2005, it has grown up over 370%. is much more and an animal of growth in the region and it is a san francisco. need to be thinking about transportation solutions that address regional transportation as well as local. here is where i'm going to skip

ahead to talk a little bit about the 19th avenue corridor this way. the study that we have been working on for three years allowed us to look at 19th avenue in a series of four tiers. the first was to sit with is the growth happening in 30 years if there were no major projects? just background. tier two has about a layer on top of that. we layer all those numbers, but we did not put their transportation solutions in the mix. we just looked at the numbers of jobs and housing, and then we studied the quota and saw that it actually got more congested. transit slowed down more. we went to tier 3, and we, as public agencies, all have recommendations and designs on the corridor. we lay those on top. we put that in the mix and saw that it did not make that much difference in level of service. but then, which and tier four,

which is all the recommendations i have described, plus the improvements that the project sponsors propose themselves. we did see some benefit there. when i talked about the new intersections opening up, what we saw was the level of service passing, meaning suddenly, those extra intersections help disperse the traffic and reduce the pressure on one interception. what i would like to make it what about here more than anything is the limits of level of service measures. it is not an indication of pedestrians safely getting across the street. it is not an indication of bicycles navigating a neighborhood safely. it does not really tell us how transit can operate more reliably or more quickly through a corridor, so while we appreciate the benefits of the 19th avenue corridor study, we know that we need to look at