the staff worked with stakeholders such as livable city, the supervisor's office, and the planning department has determined -- in your memo, you noticed they would like to apply those nc3 district controls and ad formula did -- formula conditional use requirements. we are not sure which ordinance will move this proposal forward, but we did want to let the commission know that staff had worked on this issue and that the current proposal from the planning commission that was approved would be to apply the nc3 controls with a few exceptions. liquor stores would be permitted use. drive up facilities would not be permitted. there would not be any drive ups or automobile garages walkup facilities such as service windows would be permitted by right or by a conditional use. what's the colors have determined is that these are appropriate controls. if you have questions or comments, i may be able to answer them for you and will step through your desk. step to your desk. >> do we know which ordinance that is going to move this forward? >> not at this time. there was a rush of activity in this last week

we can move beyond what will be inevitable gridlock, how we can move to become a 21st century livable city that is environmentally health care, that has decent traffic circulation, and will be economically competitive. there are two points i want to make suggestions. first of all, the small business commission had a number of questions when they reviewed this policy, and i think those are questions that need to be explored about the impact of various options on local businesses. i think, though, that there will be some surprises in some of this data. what we found in other cities -- when you free of traffic, more people go to downtown areas to shop, to spend their money, to work, because it is easier to get into those areas, and i asked staff to focus on that. in response to a point that commissioner chu may, i think there may be other approaches to dealing with congestion that we have not yet considered. i think it is entirely appropriate that we consider them. it is our responsibility, every single one of us, that of the options we are looking at now may not be acceptable to you, each of

. >> tom redoulovich, chief executive of livable city. there are two pieces to this. the first one in section 2 of the ordinance, the amendment to van ness. it was a great conversation and it was great watching supervisor alioto-pier working to do with the different approaches. thank you for fixing that. the concern we have was with something that was not proposed in the supervisor the ordinance, but added at the behest of the planning department. we feel it has gotten very far reaching implications for all rc district -- the tenderloin, the bush street corridor, lower north hill, golden gateway. mason and pacific, portions of mr. and pacific avenue -- mason and pacific avenue mcd. taking it all back to c2 is a problem. it is a crusty and old section of the code. you ought to have a look at it. it for the most part was written in the '60s and has mostly been superseded by mc controls in most of the city. we feel it takes you back three decades or more. the planning department have said they will take a look at that. there was an ordinance by supervisor mirkarimi that

the other comment we have received is from livable cities and they are concerned about our recommended modification. they would prefer not to go back to the c2 district because they feel that is a little out of date and that the nc district would be more appropriate. so let me tell you about our recommended change and let me also say if you don't feel like the mood identification needs to be incorporated this week, that's something we can wait. we have another piece of legislation coming before you next week and we can consider and do a little bit more look into it and talk to you next week if that's your preference. but in this case we feel it would provide the coherency to the district and we have interpretation is that refer to both nc and c-2, so there's discrepancy about the control is currently in the definition of the rc district. it says commercial uses in this area should be permitted as described in the c2. so that's inconsistent with other places in the code where it refers to the nc district. so we feel there are a number of things pointing towards the which 2. and also you

boise is an attractive and very livable city of 200,000 people.ç it has an active cultural community,cintyre was expected to settle in, say, new york or san francisco. but he wanted something different. >> for me to follow that traditional path, it wasn't really exciting. i like more of the idea of getting back to: why do we exist? you know, why have a dance company in america at this point? to come to a city that was less developed in terms of its dance audience, where we could really bring it in on the ground floor and not only be a part of developing the arts community but developing the city as a whole. >> reporter: plopping yourself down in a new town is one thing. getting people to not only accept, but embrace you, is another. john michael schert, a dancer who serves as the company's executive director, says at first they met some skepticism. >> "why did you choose boise?ç and why, if you're so great?" because they hadn't seen us.ç they hadn't seen us perform. they hadn't seen the art. they hadn't seen us in the streets. all they knew was supposedly this really good choreograp

at how transportation investment and strategy can focus and strengthen our cities regional competitiveness, making it more livableg as a way to combine managing demand and increasing revenue to make sure that efforts being made are efficient and lead to dole's. supervisor campos: supervisor alioto-pier, did you want to speak or wait? very good. let the feasibility in the context of the city's goals, what are the scenarios that might be feasible? what range of improvements might be necessary on the next step that would need to be followed. we wanted to analyze steps that might be configured in this is more like the other complication fees in the city and region. the other aspect that we look that was how and when the team might be charged. not like london, but more and peak periods. we do not have congestion for 10 to 12 hours per day. this would be a few dollars in each direction each weekday only during that time. we looked at disabled and low- income drivers, as well as the $6 daily capture. developed in response to feedback of parents from police children, prompted to take their kids to after school programs a

the city is a mixed social in come conglomerate, and that is part of its strength. it helps to increase livability for all. what i felt was missing in staff report was what mr. speer described to us, that there was an attempt to do the right thing, and i would actually ask him to come back one more time and describe in more detail how he is intending to do that. he briefly touched on this, but there might be more. perhaps the project sponsor could describe that to us because i would like to avoid giving the development community the impression that we are easily bendable went on-site inclusion areas promised, only to come back and change it. in this particular case, i think mr. spears is offering a novelty approach. i would like you, if you would not mind, spending a couple of minutes to describe that for all of us.

city. it makes sense to have these centers built in, and that will make san francisco more livable. i would like the tjpa to go back and consider bringing this to an agenda item on how to make this happen at the tjpa. commissioner campos: i have a question for transportation authority staff. thank you, mr. cruz. i have a lot of respect for you, mr. cruz, and i appreciate the presentation, but i do not think what we heard is sufficient. what we need is not an oral commitment, but we actually need a commitment from the board, from the tjpa board, that says child care facilities will be included in this project, not that they are considering it, not that they understand the need, not that they are cognizant of the importance of this, but in fact, that it will be included. with that, a question for transportation authority staff. is there a way that we can make prop k funding contingent upon actual deliverable is on this issue? >> in terms of the prop k funding that has not yet been committed to the project -- we have over $10 million committed to phase two, the downtown extension. near