enough transit? does this require any -- do they have to pay? recent developments, the large area developments of treasure island, some of the innovations are pretty great. we are asking major new developments that have condos to suggest and encourage the require a transit pass and -- in the monthly hoa fees. it encourages and provides the revenues to provide those extra services in this new developments. that is one good opportunity. other opportunities as well, my team is a blend of planners and

engineers and i am calling the my moallem -- my mobility managers. i am thinking beyond engineering and planning and looking at it more comprehensively. we need to coordinate early and try not to do single transportation plans. it is the way we have had some opportunities for improvement. >> if i could respond. the working relationship has become much more improved over the last couple years, and i know director reiskin has been involved with the mta and the regional transportation issues which we are heavily engaged with as well. i have for that criticism about the neighborhood plans not having it transportation component. that is true to a certain extent and it is true that transportation issues are

citywide or regional issues. there are localized issues that we can deal with. many of the issues that we're most concerned about our citywide issues. i think -- what i think we need to do and you will see this in the transit center plans, that will -- we will be discussing in the coming weeks, there are serious issues we can deal with at the planning level and within that geography. i think we have a great working relationship with mta in the development of that plan. there are other issues that are beyond the jurisdiction or the geography of that area. it is important to recognize that they are scales of issues. >> sometimes we're looking at --[inaudible] and sometimes it is hard to see how it helps reach the goals we

have, but sometimes i do not always see the forest for the trees or whatever, right? and then i guess the other thing is, dedicated lanes for buses and this sort of thing. i take the bus every day. even though people have this idea that there is this great -- there are not in the issues if you are coming from the center to downtown. there is the capacity issue again. the buses are packed every morning. i think that is a good thing because it shows so many people are willing to -- taking transportation to whatever, to their work, it is definitely, i see it gets worse all the time because more people want to take public transportation. when we go down market sometimes i get as a person who is the

consumer nervous when the bus driver has to navigate along market street, especially between sixth and seventh and fourth. we're -- bus drivers are competing for, it seems like something waiting to happen. it feels uncomfortable to me. are there any plans to -- around that? >> we are working on redesigning market street. president olague: great. >> this is helpful to present to you. this is a broad strategy. we're happy to present to you on specifics. >> we would love it if you could come more regularly. whenever you think -- i would love it. the other commissioners would, too. i do not think it is just me.

>> on the market street project, we're working on trying to better design market street so it meets the needs of the transit users, pedestrians, and cyclists, and trying to create a rational approach to move through that. it is like that right now. it is -- these are good problems to have. we are working in that direction. to make sure we can dedicate the lanes and protect them and build a great separation to make the system more comprehensive. that is why we are pushing for the support of all the agencies in the city before this regional -- at the regional level to advocate for the resources needed to make san francisco work. that is one of our key messages

we're talking to the region about. commissioner antonini: on central subway, this is something people bring up a lot. if you are in union square station, you will be able to connect with market street to get onto bart of muni doing is to west, that is correct? there is also this discussion that the line does have to go to bart or muni because you cannot go through them. i would expect escalators or elevators so people will not be going down 200 feet of stairs as they do not want to walk. >> there will be. commissioner antonini: it is common in new york. on grand central where you're on the lines and you're going to the lines on the west side, they have a short subway but they

also have a walkable people mover thing that takes you between the two and that might be a suggestion. that is going to have to happen in some of these places. >> we could come back and present of that. president olague: that would be great. congestion pricing, that is something i support or asking the question. i am sometimes concerned about aging populations and folks living with disabilities. maybe next time you come i will have more to say on that. and then sometimes, when you're talking about the polarization of incomes, that is something that seemed to work better in other countries. you do see a polarization here sometimes. i am not sure how to articulate it.

i wish we would see more people across the lines of class and race and everything just cycling and i think we see that more. just a shift in the attitude. that is where i go back to bogota, and other countries we have seen, this more integrated system that brings people together. excelsior, you see a lot of those issues, mission street, the bayview, how do we bring those communities, connect the more? >> one of the opportunities is the tp as we start developing more, what makes sense for each line by community, and if there are other opportunities to augment proposed for future developments to take into account a more comprehensive local access need in that area.

what are the issues that the city or regional level? our best role is to articulate them and figure out the best options. we have to figure out individualized solutions and help make this work. president olague: if you could come more often, we could have this conversation more and really integrate the work better. victoria has been working with you so that is great. commissioner moore, we will have him on that side presenting to us on some of the worst issues. >> i would be helpful. president olague: thank you again. there's a lot to think about. last thing is the bicycles.

you go to other countries, portland has this setup, you can rent a bike. is there anything in place here? >> we have the bike rentals at the waterfront. that is at the hyatt and bike and roll. bike sharing, we are working on a regional program to be launched next year which will be initially pilot of 500 bicycles in san franciween city hall, anh of market-waterfront area. there are also other luxury pods. one set -- that pilot is successful we will seek more funds and sponsorship to grow it. more towards the panhandle area

into the waterfront. i am excited, looking forward to that. president olague: i talked to a lot of workers and they ride their bikes to work at night. that will reach a lot of these areas. >> the other area is education and outreach. on this cool -- bicycle and pedestrian safety. president olague: we could dedicate the whole day to this. i wanted to ask one additional point of interest. commissioner moore: there is the america's cup which will require ingenious planning because people are very concerned giving the eir comments that that will be one of the ways -- i am interested

in hearing what other ways there are to do this and make the city shine. if you could in your next meeting with us give us some ideas about what you're planning to do. >> we are working on the people plan so we could presented then pared vice president migue. commissioner moore: i have heard peter speak eloquently about ideas but there isn't operational side. >> we're happy to present about that as well. president olague: thanks for coming to present to us and we will invite you back. sooner than later. >> thank you very much. president olague: we will take a 15 minute recess at this time.

>> involving public meetings, workshops, working with the neighborhood organization and having personal communications with individuals and neighborhoods. i have been invited into some of the homes of the residence and today, this is a good follow-up for we have been talking about over the last hour or so. we think we have a great plan before you. it's a positive mood for the neighborhood and city. we are happy to share with you. this is in advance of the hearings that will be coming up. in october, we expect to be back for the initiation hearing and we will ask you to initiate the

planning code and zoning map. in november, we will be back for you to consider adopting the plan and certify the code. just a little overview -- today, we will be giving some context on the neighborhood and discuss the components. we will talk more but the zoning and hike proposals and what is next. a lot of the information, you should have received in your packet. first of all, where is glen park? it is somewhat hidden by its geography but nestled in the south central part of the city. it is a small 12 block area and the 280 freeway -- the real

focus is the commercial area and downtown area around the bart station. just to highlight, while this extends outward, our focus is on the score 6 blocks. it looks like a guitar shade because the proposals reach out and include -- [unintelligible] it is a unique neighborhood in san francisco. feels like a small town in a bigger city. residents actually call it a village and refer to the place as a village. it's the center of social life in the neighborhood. there are many shops and it's a vibrant, active area people love. it is primarily a pedestrian zone. it is a place for walking.

contributing to that small-town feel is the human scale of the neighborhood. most of the buildings don't reach beyond three stories tall. there is a historic streetcar neighborhood pattern in that neighborhood, rating -- rising streets, small buildings and sidewalks. the other major piece of the neighborhood is its close proximity to glen canyon park, over 60 acres of open space. this is an amazing place -- there are coyotes and owls and a recreational facility and hiking trail. there is also a creek, the last one of the city's free flowing creeks that flows freely into glen canyon. in transportation options, to

have such a great abundance of transportation options is special. there is a bart station, a number of bus lines and the j. church can next to glen park. the freeway access to 280 -- this is a picture of one of the first electric streetcars in the city built at the turn of the century. we talked about this last time. this is transit first period when the real-estate developers decided to bring people into their area, they would build of the transit line. this is an interesting digram from a feasibility study we conducted about a year ago. it shows how people arrive at the bart station. there are approximately 9000 transit riders they use the small area around the station every day. what is amazing is that about

80% of them are arrived not by car. over half of them arrive by walking. glen park is a strong and engaged community. there is a sense of ownership and sense of pride in the neighborhood. there are a number of community facilities like the library, the recreation center, and a number of schools. while it is a cherished neighborhood, it faces some significant challenges. one of the challenges is that it is such a small area, there is a lot of movement forced to move through small streets. the fifth 4000 pedestrians converging around the bart

station, this brings concerns for pedestrian safety, pedestrian conflicts between the district -- between the different moods. a large part of the circulation issues have been impacted by some of the scale of infrastructure that has come in over the last preceding decades. we looked at this before, but this is the southern pacific railroad line from san francisco to san jose. this is the birth of san jose avenue. it was widened and the train line was removed eventually and it was widened to become the san jose expressway that we see today. this is an example of overbuilt infrastructure that the plans are trying to suggest

humanizing, bringing back into the surrounding neighborhoods. in 1964, the southern freeway was constructed. you can see everything is glistening. here is the glen park area. it is just on the edge. this freeway infrastructure has been encroaching into the neighborhood. it creates really strong barriers with these major infrastructure projects, it's hard to have connectivity between the neighborhood south. it introduces regional traffic into the area. while these infrastructure projects have improved convenient access in the neighborhood, they've also had side effects. the plan is really looking at ways to compensate for some of

the transportation planning that has happened in the last 60 years. then, the final issue that is of concern are the development concerns. glen park is a pretty built out neighborhood and there are a lot -- there are not a lot of opportunities for growth. there is a lot of concern about some of the few sites in the neighborhood and what will happen to them in terms of scale and compatibility and contributing to the village character that is so loved in that area. one of the big concerns is the bart parking lot and what is going to happen there. bart has a 54 space parking lot across from the bart station on boss worth street. this is their only san francisco parking lot. there are more trend -- they are more in the suburban locations. it cannot be used for anything

else. bart has expressed interest in developing the allot as some kind of mixed use development, but they have not come forward with a specific proposal. they have a development team we're working with and we have been communicating with them as well. while the plan does not recommend rezoning a lot at this time -- there may be a use for the lot that contributes to the vibrancy of the village and stays open to the possibility. what they have communicated to us is they are interested in conducting a separate community process once it is conducted and that will follow. given these special qualities and challenges, the goals of the community planner is to protect and strengthen the character of this vibrant village area. the balance of use of streets

with the interest in livability. this is a great photograph of the boss worth underpass. there are people under there. minimize the negative impacts of these larger scale projects that have come in over the years. the plan package itself contains a policy framework which is a draft plan and implementation contained at the end of that draft plan and we will talk about each of those. there are three chapters -- the land use and urban design chapter recognizes the special character in glen park is tied to the historic building panel and the interaction with pedestrian and transit.

insuring the compatibility of new development with the village character and protecting historic buildings. the policies suggests creating a neighborhood commercial transit district in terms of the transportation section, this seeks to restore a balance street environ by bringing in neighborhood focus to the streets. while these things have come in, the pedestrian varmint has not been upgraded correspondingly. the plan is emphasizing improving circulation but prioritizing pedestrian to transit. we have been working with the mta and a number of proposals -- these are some of the ideas --

this shows improving the intersection of boss worth and diamond where 4500 pedestrians cross every day. opening up that barred complex, which is walled off by a sense figuring out ways to redesign certain intersections -- we have identified certain intersections that will be first on our list to work on we have the implementation of the bike plan. a lot of those improvements were creating bicycle connectivity through glen park. i'm happy to report as of a few months of ground, those are on the ground. -- after a few months ago, those

are on the ground. the plan supports those efforts. in terms of larger infrastructure change, the plan seeks to address san jose avenue. the plan suggests near-term traffic coming improvements to get the streets calmed and working better. that a future redesign of the street would take a major planning project or some investigation to determine why a might be feasible. that would involve seeing if we could restore some of the neighborhood connections and our streets are currently blocked off -- looking at the bas fourth street overpass, if that could be removed -- the boswell street overpass. i want to give credit to this group of neighbors who live on

the san jose avenue. they are organizing for improvements along san jose and they are diligently hosting cleanup days along san jose avenue and urging tree planting and trying to do different things. we support their work in recognizing this plan. finally, the open space section of the plan -- while glen canyon park is a giant open space, this congested village area does not have any good open spaces. the sidewalks are very narrow and overcrowded on diamonds street. suggestions in the open space chapter are to pursue opportunities in that core village area. one of the big ideas is the glen park green way. there is an informal trail along cause worth, but there are

barriers and is kind of blocked off. we could do a further designed to save the glen park village and to glen canyon. one of the ideas is under part of the greenway -- there is an idea circulating about is it feasible to do they lighting of this project and we really don't know. there are some complications. has a combined sewer system. it's not like regular daylighting where you just uncover something. the plan stays open to that. while there should be some further study to determine if this could happen while also recognizing some of the concerns of residents and adjacent property owners, we could address that in this further work.