shipyard areas will be transferred into a transient neighborhood by urban development and a vast development of parks and 0 open space. it incorporates more than 12 thousand new homes and office and research and development and more than 8 hundred though square feet of retail in addition to the parks. similar to mission bay now succeed entered into an agreement with the master development developer to complete the horizon development including the construction of the streets and utilizes and parks and community facilities in addition to the developer providing a cash subsidy for community benefits. the project is broke down into two phases each by a sunset of

agreement and enforcement agreements this has the details that meets the enforceable objections without the integrity and detail work on this project would have stopped unfortunately, that was the case with the work in slaj lock, however, in a few weeks i'm sure you're aware of after two years led by the mayor's office and cohen those you entitlement documents will be coming to the board for approval. where aren't to the shipyard in candle stick it's appropriate that we review and briefly all the specific environment documents and the various standards contained in the documents that must be

evaluated. now i'd like to ask wells watson it is project manager for the hunters point shipyard to provide you with a more detailed document >> thank you director behe and supervisors for your time on this important issue. i wanted to start by providing you with a short chronological of the events that brought this project the candle stick hunters point shipyard project. planning for this project has been for decades ever since the navy assessed operations in 197 had the extra ban in 2007 which

brought the shipyard and candle stick together. at the same time around 2008 the city led by planning department had barked upon developing a comprehensive set of public draft for the city in june 2008. the project team was asked to model those for the streets. comparability designs were approved by the shipyard advisory committee in 2009 and weight review the cross seconds is. over the following two years those were circulated and debated and recirculated to the departments through the mar shipyard task force. a series of transportation

workshops were held through the bay area collecting is data from the adjacent communities which include the street cross sections and it must tweak to have the balance for pedestrian safety and sfmta pralgsz including bus turning and lay over and stormwater and building access and community recreational bicycle traffic and automobile. so provide you with a sense ever what was improved i'd like provide the infrastructure plan. the street designs were applied and included the dimes for the park and traffic lanes etc. the infrastructure plan contained a section of 72 cross sections the local streets shown

provide 20 to 25 feet for the street and those bus transit already provide 26 or more unobstructed seis access for emergency vehicles. those are the typical local streets you can get a better sense of the cross sections. the local streets are generally less than 26 feet wide allowing for sidewalks and this has is fufshz and signage and clear zones in compliance with the american disables act. to powder provide you with a complete understanding this street drawing is provided from the streetscape master plan from the community on investment and

infrastructure approved in january this is the cross section of the document >> so just to be clear in 2010 there was a plan for this project that was approved by the board of supervisors and signed by mayor; right? that plan was an infrastructure plan that has cross sections for street. >> that's correct. >> so there was some sort of suggestion there was no specificallys but my understanding it's quite specific on this slide shrine 57 you show several representatives cross sections that typically have 2, 10 foot lanes that that is 20 foot clear unless a bike

lane that's wireder those are the residence the major adversarial's they've been widower. so that is in the plan that was approved >> that's correct. those figures are from the infrastructure plan. the street cross sections were represented as well >> so changing the lions share the streets to 26 foot clear that is a significant dejaguars i can't guess from what was contained in the infrastructure plan from 2010. >> it's different and having gone through escalating all the impacts true. >> so understanding there are is certain finite scavenge that's a zero-sum game if you increase the size of the streets macro them widely by 36 percent

that square footage has to come from somewhere else correct. >> yes. the square footage if you're accommodating it you will reduce the size of market rate and affordable housing and parks in the project. >> or cutting back sidewalks. >> that's correct. >> 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 sp