impact fees which is what we did with the mta and other transit improvement and the others of the sales tax which supports many projects and you as towards the board enforce those dollars in the eastern neighborhood and planning and design are sources that we use to move those types of projects forward. there is the o bad grants that are released throughout the city. we are recently making improvements in that area and traffic and safety and bicycle improvements. there are funds and federal funds that will apply to this area that we are looking at now. we'll look at other grants such as highway improvement grants as it becomes necessary on data we

get throughout the city, there is numerous grants that we are looking to constantly close the gap as you have noted with the eastern planning area. we use the impact fees to leverage those grants and make it more competitive for those sources and we continue to do that is an example as well as other projects. 16th street where we are going to use development impact fees currently with what we have not enough to fully fund the project but to get the design started, start the community outreach work and figure out what transit improvements are necessary. the grants i talked about as projections for the future as they become available we are first in line to take those. that's the strategic plan. 5 years ago we looked at what we had. as monique noted and the work is how do we try to fill that gap. one example also is a proposition b street bond that

was passed in 2011 and road repaving to get into that infrastructure. things have been done. acknowledge it's not enough, we know that. the assessment and transportation task force report has gotten to that. so there has been a plan, we have been executing on it. and i'm happy to answer any other questions on more specific sources. >> okay. stick around. we may have more questions for you. thank you, monique. yukon with your presentation. >> i just want to point out the transportation commission really responds to the mayor's task force work is proposing $7.4 billion in a charge grant. >> supervisor campos? >> thank you, i happen to serve on the atc and what process will be followed remains to be

seen. it's not clear how quickly or not so quickly this process will go through. i do have some concerns about the transportation task force's recommendation and as it currently stands there is going to be some difficulty in getting a lot of people in some communities to get behind the proposal and i actually think it's going to create some issues in terms of our ability to get some fundings because of that. i hope that there is an effort to understand that many people do feel left out of this process and that the proposal to the extent that it relies on things like sales tax which can be' very regressive tool doesn't necessarily address a lot of the concerns that many of these communities have. so i hope that we get to a point where there is actually a

united front as a city. i don't think we are there just yet. and so, i don't know that this is the focus of the hearing today, but i want to point that out there because i think we have still some ways to go. >> thank you, supervisor. and in conclusion then, the next steps in light of what supervisor campos said the members of the task force are working with stake holders and a number of equity that has come up. the task force is aware of the requirements in those areas, federal grants are awarded based on an analysis of equity. the recommendations in the investment plans that have been made within the task force

are consistent with those proposed by the mta and transportation authority staff but it does not mean that our work is over or the city's work is over. the next steps is to present the updated plan to the task force and to the mayor's, and to the board of supervisors and the mta and the other departments. there will be additional hearings with that as well as in the capital planning process that will begin with respect to transportation. the task force will continue to communicate the goals and the recommendations and to revise the investment plan as needed as these steps are taken. again, the task force hasn't defined exactly which projects there is a proposal for a

number of improvement that the eastern neighborhoods would fit into, and that we do expect that this money if it is raised through the charter changes in terms of the geo bond as well as the additional fees and taxes would make money available to both citywide as well as eastern neighborhoods. >> i have a question for you. could you tell me which projects are identified in the eastern neighborhood plan that have been included in the capital plan? >> in the capital plan, i would ask that of brian strong or someone from the planning department. >> okay i will let you finish your presentation and we'll come back to brian for that answer. >> i have concluded unless you have questions about the process or what's in the investment plan. >> could you talk a little bit more about why you are not in

favor of isd? >> it's not that the controllers office is not in favor, but we do recognize that there are a number of ways that the city can leverage general fund for capital projects. obviously the general obligation bond is the typical way that the city borrows money to fund infrastructure as the lowest cost to the city. it also allows for a process to evaluate and prioritize the ifd is a concept that is still a very new one. there is only two that exist in the state and neither of them leverage debt which is what is needed in order to accomplish many of these projects. it's a complex financing mechanism. it's time consuming, it's administratively difficult to

do and again we have general obligation bonds for participation which is two common ways we raise money for infrastructure as well as within our own capital plan there is pay as you go with general fund money and there are grants and other federal sources that can be leveraged with a portion of a general fund match in order to make infrastructure improvements in transportation and in parks and in other areas. so, it takes a long time to set up and an ifd the money doesn't come inform many many years. the recommendation from the controllers office and the mayor's office is to take a look at the way it's done and before entering into debt in order to satisfy some of those requirement. we are leaving the door open to that but there are

other ways of funding the projects and that would be our proposal or advice to the board and the mayor. >> are there any other projects under way? >> there is one in carlsbad and rincon. >> that is rincon project been successful? >> again, they have more needs than dollars. there is a long pipeline and as the economy is improving and more construction is occurring, more money will come in. similar lateral to -- similarly to the impact development that money will come in. >> i just want to speak to the

rincon hill that was established by the board of supervisors. we haven't used any funding or there haven't been any sale of the bond proceed. it's untested in terms of the selling of the bond. we are going to pro port to start using that pay as you go. we haven't used it to date. >> i understand that. is carlsbad, california the only other city? >> that's to my understanding yeah. >> i just wanted to fill out the conversation more. budget director with the mayor's office. just also on the ifd issue. specifically with rincon hill there have not been sales in the past. we've not been able to use that instrument and

it's basically like one of the benefits of ifd is we thought we would be able to get money immediately and pay it off over time and because this is a new instrument not used very much in california, we haven't seen the ability to bond that resource. i wanted to highlight for ifd and is the equivalent for administrative hurdles. there is other ifd's that the city has looked at and for example with the core ifd there is special legislation which get additional leverage. they get to pull a larger portion of the property tax dollar of the state. that is not we have something available to this area here or in rincon hill. from the city's per expect --

perspective we want to make sure we are leveraging the funds and we want to make sure we are using the best financial instrument and not get stuck on a single tool when there is better options that might get us better funds. >> why are we not using ifd? >> there are specific parts they are using it and specifically prioritizing areas for that. >> maybe for another conversation but it was communicated to me that the mayor's budget office was against ifd for the redevelopment of pier 70s. which is a statement that we can leverage for money on the state. >> i don't know if i can speak

to that, but we've moved forward on the partnership and board approval for the port's ifd policy which includes using ifd on their site and making sure we have maximum leverage areas. when we did rincon, we included a policy for the rest of the city and i think there is a lot of conditions there that are administrative conditions that require a real look at specific locations where the ifd would be considered with economic analysis around what the net benefit is as a result of the geographic area surrounding that area and this is a push for additional community participation through methods like community benefit, through participation in cbd's for

example rin conhill. i just think there is a lot of reasons why it does not appear to be the best one. as monique said we can consider but as we see other attractive options as better tools that's where we are focusing our energy. >> thank you for your presentation. next we have tim from mta. he's going to discuss some of the priority transit projects. transportation, okay. >> good morning, supervisors, tim with the san francisco mta. i'm the director for strategic planning. i'm going to walk through some of the transportation projects and programs in the eastern neighborhoods and really building upon the presentation that they had this morning

especially from director ram. on the planning side where the eastern neighborhoods and other areas where being planned to accept this growth, we looked very closely to look at what were going to be the impacts with the transportation system. as we are working more on these plans we are getting more detail in terms of what it's going to do to the local and region markets. this is just pointing to some of the existing trouble markets and there is going to be more on the east side as it comes to fruition. there is some in the downtown capacity. the system only works with one no matter which line goes into the central core area. they all work together. so really, addressing the core transit

capacity in the north eastern part of the city will help the rest of the network. there is also going to be a new travel corridor that is growing within the eastern neighborhoods area within the mission and south of market. so, we are very cognizant of how these markets are impacting our decision on how we prioritize the transportation system. the second area we want to highlight is there is six core areas when it comes to the transit projects in the eastern neighborhood and looking at the role in the land use agreement side which we've not had experience working with the development on planning department to figure out how we can make the park, work more effectively with these developments and also looking into the areas of these neighborhoods and more specifically our focus on the

regional and local transit projects and programs that we are partnering with to improve and then i will touch off the projects and programs and will improve walking and bicycle safety. so, in the december 2011 mta completed a project which was a very large study for transportation. one of the key differences with this transportation study was that it really didn't look at just the eastern area lot by lot because it works as a network so we had to look the end tire at the entire area south of market. it's a huge part of the city. it was a huge endeavor to say the least. we took a system

attic approach. this map shows you that almost all of the corridors we identified are corridors and almost all of them warranted a specific transportation improvement that meet the needs today but also the development growth impacts from future growth in this area. but we have to prioritize it because we couldn't do all the corridors. we had to look at which corridors are currently under going study and which weren't and which that had ability to be leveraged with additional projects so based on methodology and criteria we focussed on this criteria in the corridor. since completion of the project that

build program that -- built up off the work in the plans in the area, we looked at developing a transit design that was incorporated for the transit effectiveness project. that's going through its process right now being designed at least for the transit component and looking at pedestrian safety as well. the folsom corridor that were identified in the project were focused on the central corridor in the environmental impact report that was looking on how to manage and improve the street network through so many -- so soma. it's been named central soma. a two and one way alternative will be used in terms of their lanes. we are

going to widen the sidewalks and dedicate bicycle facilities and look at different transit options through there. one thing we have done recently because the eir process looks like it won't be completed until 2013, we looked at pilot on folsom street as a bicycle lane as part of that pilot and we are going to kick that off during this holiday season. we would like to see how it does. before putting it into the eir, we are not able to see how these informed and this will help this project. recently we did a county treatment or 8th street and a road which is basically the narrowing of the number of lanes. townsend

street identified with the area went through a similar traffic exercises with bicycle lanes and walking lane put in certain segments where there are no sidewalks now on townsend street. we looked at that maybe being a more longer term opportunity for the redevelopment for potential rail yards in the area. there are additional studies that look in the west soma area and alleys and working with planning department and other partners to work on those. the planning department led a transit center district plan which really focused the northern end of the eastern neighborhood areas transit that feeds into area that focus on the more transit access including walking and bicycling. just recently as you are aware, we initiated the water transportation assessment and we are looking at how we can

identify the multi-transportation needs and did an inventory to prioritize these projects and understand the needs in the network that will proceed the development and this will be the more mature opportunity that we are working very closely with all of our partners through and understand the transportation needs in that corridor wide area and work with the development agreements to ensure that those needs are addressed. as was mentioned before by adam, we are working very closely with the eastern neighborhood citizen advisory committee, mta has been dedicated to the transportation pieces and we do work with them very closely on prioritizing the projects and programs through them. key projects in the eastern neighborhood that were either partners were or leading or coordinating with in two major at that time years. regional

transit and transit center is technically outside the eastern neighborhood but is connected with the system of cal train and extension of transbay center. working very closely with the high speed rail group in the city to figure out how we can deal with these great separation and access improvements through this part of the city. and then we are working very close with bart looking at the station upgrades to improve capacity in a short and medium term because of the pressure on the downtown call. for local transit which is mainly our munis system, the four key areas we are working on now which is the extension which will go through the soma area into chinatown and north beach that is under construction right now that's why we have the opportunity to do the central corridor study to look at how we can improve the transportation network through there. we are will is

in the process, we purchased about 70 new buses and we are upgrading our transit fleet throughout the system. so better buses mean more on time performance, better reliability, less breakdowns and so, that we should started seeing that effects in the next year. we are working very diligently in the transit project that is looking at a system wide transit system. that is going through its environmental phase now. our goal is to have it completed the in the spring of next year and we can start the implementation process. in the meantime we are looking at doing pilot treatments which are dedicated transit only lanes and most of those are currently under way or will be under way in the next year. so specifically on the transit improvements in the eastern

neighborhoods area, one thing that i want to mention is that we are really working off our transit first policy that the city has and taking a very systemic look at the existing transit services, not only for today's need but also look at what we can do with future developments. this maps shows you the plethora of maps through the area but what we are working on now is several reduction process are the blue dash projects that are manually the lines on mission and street and 16th street and portrero and looking at the reliability on the corridors now whether it's dedicated lanes, priorization, what specific things we can do with the bus,

so the buses aren't stuck. we are looking at the physical roll out. one of the things that was asked was when do we look at improving transit service and what was the criteria for looking at transit service for frequencies. we have a state of practice we do with all the transit agency is look at passenger load monitoring for the morning and midday and evening peak. we have a factor now of 85 percent crowding. if it's more than 85 percent crowded consistently in those peak periods which is basically the total vehicle seating and standing capacity, we look at that and then we have set certain modifications. the pft is looking at the corridors and looking at what is the congestion now for the

corridor. this is what we are looking at for the specific corridors that have the transit head ways which is the time between the transit services in the morning peak. they will have their head ways improved which you have more frequent service. >> we are talking about in the morning, but what about the afternoon? >> this is shows the peak transit head ways. it's going to determine whether it's a.m. and p.m. or a combination of all of them. >> right now you are committed to a.m. head ways. >> our metric we are using now is a.m. and p.m. head ways. we are looking to have all of

these covered. it's kind of a process that we go through and in the recommendations it will specifically layout that information. so, key examples in the eastern neighborhoods area of the 9 l express which right now runs every 12 minutes, will be improved to every 10 minutes. 14 l to 5 minutes and the 14 l to 7 1/2 minutes. these are all again subject to funding and approval. we need to get the funding to do the capital improvements. >> funding from where? what's your identified funding source. >> i will get to that. it's a multiple of factors. we have the challenge right now of not only getting the capital

funding but we need to look at the operating funding as well to add these additional resources. i will get to that in a minute. that's what we've been working with the transit effectiveness project. one thing i wanted to highlight as well is because of the situation wave -- we have with the great separation issues in the high speed rail and corridor and the fillmore, the trolleybus system, the two lines which we can't touch at this point. we had an engineering analysis. until we figure out that separation issue, we are going to have to figure out an interim solution to go from church and market and to mission bay. it will be a direct line and the map shows you the route. so basically from church and market going down church street, making the same route that the current 22

does, but right out of the freeway just keep going down mission street to mission bay. that will reduce not only the travel time of the existing service but will create a new travel market to see how well this is performing in the period. our goal is to have this opened around the spring of 2016 so it's opened with the hospital and we'll work this out through our next fiscal budget. if we can hire the operators. this is an opportunity to tie into the development going on in the area and tie that connection. and once we figure out the transportation issues, this