>> okay. thank you. >> all balancing yes. okay. so into the project documents. as supervisor wiener just indicated those cross sections are contained in the infrastructure plan the infrastructure plan was developed in the 2007 to 2009 period and then brought into the infrastructure plan. and finalized and folded into a set of documents that together make up the shipyard candle stick entitlements. i'll talk about the entitlements as and relate to the street width. first, the general plans of the area plan detect to 3 one for hunters point shipyard and another for the candle stick site called the bayview hunters point plan those establish the type of development within the land use district and establish

the basic conditions under which the developer what build and to provide another design comes at a time they are one 0 for the shipyard and one for candle stick. the details are for extensive guideline for the impact and walkable neighborhoods within the project site. all proposals for infrastructure or horizon development as we call it and building development is for a carefully proscribed process for the dear death penalty it describes would the developer needs to do the time period and the progress for other city agencies to provide

their comments it's in addition to the city approval the subdivision and plan that we will describe further. next, we have the inner agency cooperation between ocii and it sets forth the protocols for the time vertical and horizon applications. the city departments clitsdz the public works, the planning department, mta and the port. under the ic a it contacts e acts as the crossroad review for the application. irk with the developer to make sure that the developer puts forth they're technically complete as required and working with the ocii staff to handle the concerns of the plans.

simple to the ic a it is between the ocii and establishes the procedures for the prelims of the project and modeled on mission bay and the shipyard within the project site ocii and planning collaborate on that and without parole with the review. those are with the agreement and now moving into the realm the city armies are auto there their folded into the disposition to clarify the two d b.a. first for the hilltop on the shipyard executed in 2004 and the second is the larger phase two in candle stick area that was brought together in 2007. and approved by the board in

2010. the d b.a. transfers the land with rights and obligations the specified encroachments and the d b, a is the primary binding document between the developer and it is mrigd to the financing plan and the transportation plan and the structure plan and the design for development and the open space and the design that's to name a few there's well over 40 or 50 exhibits and toichts. the developers role is for the demonstration land mold o model under this model it is what is being solid at&t's and the d

b.a. approves the parks and others structures together with the provision of the faired community amenities and in refinery the develop is allowed to develop the horizon agreement and it is the assumption you agreement that obligates all developers. significantly the department of california state of financing determines that the d b.a. including the enforceable obligations under the dissolution law not following the dissolution of state agencies statewide. then there are a series of additional entitlement documents they matter because they are changes to the street design. this includes the state parks

dissolution agreement like with ocii and the california state parks and the improvement of the land there in to accommodate the development there's a trust development between ocii and is candle stick and others agencies. those trust lands to accommodate the project. there's a con vangs agreement between ocii and the navy that allows for transferring of the navy land and prop g the tiffany discussed was approved in 2008, and another one we have to consider. the rec and park transfer agreement that authorizes the process for transferring the stated if ocii to the developer and a series of state and

federal armies that's for the street section >> i appreciate you walking us through that a lot of them might say that's really reading this extensive why did it matter the point really is important i'm glad you walked through it it wasn't some willie nil i didn't process but a broad based approval process as you could ever have it should have been this is the largest processing project with the shipyard happening in san francisco with the huge shift and community so it makes sense that's why i think some of us are so concerned that 4 years later for

two departments to come forward and say we want to increase the clearance on the road by thirty percent it's has implementation in terms of taking from other uses so thank you for that. >> i'll summarize how they regularity to each and bring it into focus. you'll recall that all the carefully bedded cross sections i've excused made their way into the infrastructure plan. this diagram shows it >> as i said both the exhibits of the d b.a. and the ocii this the the cities obligations to

build changes in the street sections should be updated in the infrastructure and transportation plan as well as reflected in the streetscape plan approved by the infrastructure department. those things lay out you'll see at the bottom of this slide this document is the basis for the implementation of the maps and plans including the subdivision maps and regulations and the subdivision improvement plans submitted and without those implementing documents the project can't move forward so those bubbles at the bottom become important and they're formed by the relationships between the developer all the time and the inner agency infrastructure plan. and i thought i'd remind folks

here alice griffith shown on the screen in the blue dash outline is one part of the larger 2 hundred and 50 unit project for everyone's ed fashion the alice griffith site is subject to a $30.5 million from the upper vp the first unions for alice griffith be completed nor loorns september 2016. i have robust projects build around that unfortunately through e minutes city coordination we've been able to get the first map approved and renewed to the city departments and accident final plans are nearly complete and we spent that lenar will break ground in

2016. that's good news and it should not be impacted by the conversation, however, there are additionally in this area where the current stamped there is an additional affordable and inclusionary unions on this site and in order for the developer to move forward we need to complete the subdivision regulations and the vesting tenant map both of which reflect the outcome of the plan >> the outstanding issue on the subdivision map is the distribution to try to change the street clearance from what was approved from 20 feet to 26 feet. >> that's correct. >> without that change we'll be in a position to redo the map. >> until we get this resolved we can't process the map,

however, the city planner it here to talk about that issue. >> okay. >> i'm confirming lenar the master developer is here working with the fire department and dpw and other departments to look at this street with issue. they've developed a proposal that will increase the unobstructed width by narrowly some of the parking lanes by museums that are epilepsy 2 inches tall and narrowing the sidewalk width by reducing the intelligence and shaving off inches of the development land and making use of a thirty foot path for fire access. if you want be further details

lenar is here and ocii staff are currently considering the proposal. we have to look at the affordable housing and is impact on impact on our parks we've received preliminary analysis their scrambling back to the office but on a preliminary base it doesn't substantially impact that. in addition, i use this as an opportunity to remind folks there are not all those project documents but we have to look at those the protecting maurtd plan and the open space plan and the design for development all those documents in section .2 has to be looked at when considering a change so we first have to look at that and all the other

considerations how we impacted the trust lands. are in the streets and impacted the affordable housing housing with ocii any sequa under the environmental review process and the state is looking at us the department of finance which is also some time something to take into account when you make changes we're finally conclusive preserving in 2012 and, of course, there's proposition g h that has mandates. so actually, one more point we feel an obligation singles this conversation there are people here i think it's important to

take this back to one hundred advisory committee and thank you for your time and concern and make sure that project is implemented >> i appreciate that laced point because we have a plan that under goes that many years for the side streets 020 feet clearance and 4 years later the 11th hour there's to expand to 26 feet that has implementation around square footage i think that it shouldn't be happening among the departmental discussions i know there's been departmental discussed this fire during this trial we've had shouldn't have been a fire drill but those should have been aired

in 2010 if there's an issue so their pg&e out how to accommodate the fire department so when we make this and that change and meanwhile we have citizens that have been working on that for years and years this should be a public process. thank you >> okay. next i'd like to call up the san francisco county transportation authority to talk about street design and safety and specifically the transportation authorize for the ryan proposal. >> thank you very much supervisors. as you mentioned i'm the transportation planner with the

san francisco county authority. i have been working this year to help provide staff support for the new vision zero committee and the goal of the committee is to shine a bright light on the safety issue we have a crisis and all eyes on the issue to make sure we move forward and part of the violation of the committee is to also help support the culture change around vision zero as was mentioned to design our streets as safe as we can to make sure that the design itself promotes the behaves. to that end i'll be speaking about and refreshing some of the research at length on street design and bicycle safety. i think many of us are familiar with the research but to inform

the sdrugs discussion to revisit what is research evidence suggests i'll present a few things connected around the country. and there are a number of examples on that the topic. the first example to highlight one in colorado where the authors were phasing simple discussions in their city. they wanted to look at the relationship of collision frequency to street width in the city i believe it was colorado they selected they looked at a database of all collisions only low volume renal streets and linked the collision frequency to the street width. i'll briefly present those and

this is a regression analyze it indicates that indeed in this example there are other examples the street widened widower street lengths are linked to collision frequency it goes up this is true ♪ stance to control for vehicle volume so there's an unique looked like - likelihood >> why. >> two reasons the relationship actually, the next study you'll show you this. as was done here in the bay area where we had consultants did an analysis also looking at lower

volume residential streets and lincoln this collisions and this is a regression street width increases we see higher speeds and along simple lines with the next evidence which is that there also on a again body of evidence lincoln increased speeds to i read wizarder lane lengths. this is a graphic exerted from the recent urban design guide. which actually recommended a lane width of nor greater than 11 feet width and the font is small but the overlay trend we're looking at links to hire

speeds >> so to be clear both overall street width as well as lane width the widower the street the more the collisions and the widower the lanes the more the collisions. >> that's correct. >> i'm sorry would you walk through the graft. so >> so you'll see along the y access this is in the guideline. the y action he is represents speed so the farther left it the 9 feet 10 inches and the other 13 feet so you see this is data actually from texas i wish we had the same set of data in san francisco but other studies have fined the relationship >> it's the width of the

traffic lane. >> what do the green dots represent. >> that's a sample they went into the field and took the lane width and measured the lanes so their samples of different locations and again do they regression analysis is there a relationship positive relationship. overall this is a positive relationship between the higher lanes and speed all equal, of course, other factors impacting speed but lane width and curb to curb width play a role >> i'm sure there will be a suggestion of if we put the lane back to 10 feet but increase the overall lane of the street the overall width of the street is

also as you get wizarder and wizarder accidents increase. >> that's the overall relationship that's correct. >> and, of course, many of us know the speeding issue has an implication we've seen the graphic here from the advocacy group in atlanta but this is based on the study as speed increases deaths increase upon impact around 20 mile-per-hour there's about one and 10 chance a pedestrian will be killed on impact when struck as it increases slightly from a driver prospective many of us see a slight increase in speed from 20 to thirty mile-per-hour has an

impact you'll see 5 out of 10 pedestrians killed at the thirty mile-per-hour and if the pedestrian is elderly there's a higher likely hood. >> so the severity of the accidents. >> yes. >> the widower the street. >> on average that's correct. so that's the main content i wanted to present there are tradeoffs but wanted to present that research background as sort of to represent the interests of the vision zero committee of the board >> i appreciate that can you e-mail that around and put it in the public record that will be great. thank you. we appreciate the

report >> so next we'll hear from our municipal transportation safety. >> good afternoon, commissioners i'm the city trafficker with the sfmta we have a role in the street design and a lot of the work we do right away right now to make improvements on our streets for pedestrian safety and so we're going unconscious aware on a day to day work how the skin. >> can influence safety and the speeding issues so probably the rest of my lifetime is trying to fix the streets we've build a long time and those are relatively expensive so it's important to get our new streets correct one of the factors is how wide does the street need to

be to serve all the needs for the vehicular at the sfmta we look at safety and the need to carry large vehicles that's an important factor and emergency response all our changes are received by the fire department so we work closely with them not to impact the safety response. in terms of the street design the consensus the professional consensus has been a lot of american streets were built two wide so there's a lot of work by the transportation engineers and by the congress to have an agreement about skinny or narrow streets and have them be as narrow as possible we're talking about residential not all streets are a this narrow like

in the case of candle stick they're not entangled by the 16 feet issue but we're going to be talking about the residents streets and streets that were parking 7 feet for parking 10 foot los angeles or lanes, two 10 foot lanes. so if you do the math 34 square footage streets. this would be a kind of one of the narrower streets for example, in noah valley like the clipper has the configuration the 10 foot travel lanes and the sidewalks. so this is the 34 feet is curb to turn u curb the width but in terms of the street you described the cleaners the clearance on those typical streets is 20 feet

>> yes. this is if you have to design a street in abstract without looking at the issues that will be discussed about fire emergency responded what's the best for the resident streets. there's many streets in san francisco that are narrower but two-way streets with one lane so there are streets narrower than that and alleyways for example, is defined is to be 25 feet curb to curb space. the centers we're talking about when you have 26 feet clear for parking the mathematics 7 feet on both sides is the 26 feet will be curb to curb with 40 feet so that's a standard 12 foot lanes and 8 foot parking that's kind of the avenues in

the sunset and the ned, circumstantial evidence avenue like 20th avenue and all the avenues like that have the profile of 20 feet. so those changes are subtle but typically when we're looking at the best design again emergency issues aside have the road as narrow as possible so the vehicles feel the friction and travel at slower speeds the friction could be lost so people feel the tendency that the speeding will have less consequences if you traveling on a narrow street they'll have slower speeds so if the streets are wizarder perhaps there will be more spooedz are.

the effects of mta has been working on the interacts where the streets have bumps and humbles and other types of things that you probably deal with in your work as supervisors but when were you looking at kind of redesigning streets fresh we try to consider what we've learned in the past to make those kind of positions >> you mentioned sort of accepted urban transportation design standards for streets. and so again not talking about aerials or major streets but side streets is 80 feet clear of clearance park car to park cars is that what you did expert would consider