this particular program was originally entertain to procure the vehicles for the van ness brt project. to to the timing, it may not work for that project, but two of the upcoming three procurements in the next three years will actually accommodate the van ness brt project. that is something we will losthe presenting its september, along with the fleet plan. we would bring a five-year ypp and men and plans for that simultaneously. lastly, as the cac report indicated, we have also added -- requiring a commitment from the hd vehicles in a state of repair including an mid life overhaul program to allow the hybrids to exceed our meet their useful life and guidance. >> how many miles is considered a life? >> i believe it is measured in years. i believe 14 years, at least. there might also be a mileage requirement, but maybe somebody can jump on that. commissioner cohen: i have a superficial question, but a question nonetheless about the potential new replacement. what color will it be? >> that: i will defer to mta staff on the details.k i would assume it would be in line with the current fl

makes sense we're putting these resources for successful pedestrian stops along areas along the van ness brt potentially the geary brt as well. all part of that project. with the overall plan in the city in terms of how we look at these types of crossings and overall plan? will we cover a certain part of the entire city? how is that being addressed? >> i will have mta address that as well, actually. >> i would like to clarify and, was the question about pedestrian signals or crossings? supervisor avalos: it is around successful pedestrian signals and audible countdown signals as well. it seems to be in areas where we have lots of transit, high pedestrian coverage. is there a plan that we want to get to a certain year to cover most of the city or the entire city? what is the overall mission, long-term plan for the city and around this? >> there is a strong desire on the part of our agency to try to fill in about 300 or so under sections in the city without pedestrians signals. we are trying to establish a goal to figure out how many of these we can install in the next 20 to 30 years. but we d

like i told you last month, with van ness brt going forward and the central subway going forward, you to remember that they are building a station at union square÷/&dy with spur t union square for a light rail system. we should also read the final report that was published back in 1989, 1990. it is about the final report of the kerry transit task force that i happened to serve on -- the geary transit task force that i happened to serve on. also, the final report that was published in 1995. i know these items -- of these documents are many years old, but they tell you about a light rail system on geary boulevard that the voters voted for back in 1989. you also have to remember, during the short term transit plan during the period, the puc was quoted as saying the only way to alleviate traffic congestion on geary boulevard is an "light railk not a bus rapid transit. before you consider brt on geary, read those three documents. remember about the central subway at the union square station, and do your homework. you have two months to do it. i do not know when we will be coming before you

closure of the travel lanes and sidewalk, particularly on gary, and the potential overlap with the van ness brtonstruction, the project would bevym0ñ significad unavoidable. parking may be a topic of interest. it's not considered a significant impact but we do provided in our transportation impact study because it's of interest to many people. for parking, the cathedral hill campus is proposing a supply of 1227 spaces between hospital and the 1375 sutter building. the demand we estimated was 1389 spaces, so they don't quite meet the demand. 1317 spaces. they don't meet the demand but they could not anyway because the maximum allowed would be 1317 spaces. supervisor chiu: so i understand in the planning code section 151, there is -- there should not be more than one parking space for eight bedsore each 2400 square feet of sleeping rooms. if i trusted them matt, that's 545 beds/1 to 8, i get to 70 parking spots. you are proposing 1227 spots. could you talk to me about how you arrived at this number and i would like to ask the same question of the mta, whether they think this is the appropriate am

credits that cpmc was afforded are related to some of these contributions that are making for the van ness brtell as the payroll tax revenue they are proposing to provide to the city as a result of the project. the financial impact on fy10 was $1.3 million. $3+lwe looked at ways before cpo contribute to offset that impact. what of the first area is -- it exempts nonprofits so it cpmc would have been exempt. we looked at what it would cost. we looked at a mixture of funds that would help the mta. we fully understand that a large parking garage would help incentivize the use of transit. the location of cathedral pelt is one of the impacted corners of -- cathedral hill is one of the most transit impacted corners of the city. there is parking fee. it is about a 50 cent off peak, a 75 cent peak entry. we expect that to generate of the project. we expect to use those funds to improve transit service and to move individuals out of cars. /l+gzpresident chiu: i know this slated to provide a little bit of an incentive for people not to come in cars. after 10 years, that disincentive will no longer exist

the thing i'm very concerned about is the impact of the van ness brt and add to becoming an extension of fiber one instead of the way it is currently where we have multiple intersections taking the in-bound movement to downtown along venice's. i think that needs to be looked at. this is a project in motion. this is a good spot analysis, but there are many other changes, which i think you need to continuously monitor before you settle on what the solutions are. you addressed the issue of broadway on the tunnel. there is also a strong movement of using the street that strip lands, going up to nob hill, going up to taylor and distributing from there. there is a subset of movement which does need to be taken into consideration. hopefully, the more funds you have to keep the current project and other things coming on line, and you need to reconsider those moves. >> i wanted to thank staff because these products do exemplify more progressive thinking in terms of outreach and how we think about these streets. both streets are a serious challenge in the sense that we all kind of had to agree

like i told you last month, with van ness brt going forward and the central subway going forward, youhat they are building a station at union square÷/&dy with spur t union square for a light rail system. we should also read the final report that was published back in 1989, 1990. it is about the final report of the kerry transit task force that i happened to serve on -- the geary transit task force that i happened to serve on. also, the final report that was published in 1995. i know these items -- of these documents are many years old, but they tell you about a light rail system on geary boulevard that the voters voted

supervisor cohen: would they be able to travel down van ness when brt is implemented? >> emergency vehicles are able to utilize the transit-only main that will be provided as part of the van ness. they are allowed to do that. they will have to maneuver around some of the bosses but there will not be cars in those lines. yes, they can utilize those. supervisor cohen: i'm going to switch gears and get off the traffic and i want to talk about housing. i did not see this in the eir. maybe you can tell me if there is a breakdown in income levels, household size, or other specific demographic factors regarding the projected demand for it san franciscans. >> thank you for your question. the detail you requested is socioeconomic data we look at for informational purposes but we do not present it at the level of detail you are asking for. that is why you did not see it in the eir. this is information we can get to you but we do not to that level of analysis unless we have reason to believe that those issues are going to create physical environmental impacts. >> at what level do

brt project will insi intersect. obviously the importance was look at. the van ness corridor has a concentration of senior housing that is happening every day, so this is really an ideal way to gauge -- location to talk about introducing high-quality transit. as the discussions continue, i am sure we will be available to provide for their clarity on what could be done in addition to what was already discussed as far as dealing with mitigation. i think that both, the persons of the project there have made it significantly easier for the impacts to be mitigated. this is a key component of the discussions, and we will stay involved and to make sure we can provide as much positive as we can to make sure both projects are successful in locating in the area. supervisor chiu: thank you. one last comment request i would like to make is if there is someone on your staff that has been focused on this, if you could see -- send information to my office about what your projected traffic impacts are and to what degree the medications that have been offered address that, because i

ness ave. not only that come up with the advent of brt, you will be revitalizing the corridor. if you walk up the corridor, it is lonely out there. it is pretty downtrodden. this really brings new hope and it will breathe new life on to the corridor. and you guys would also be reaffirming transit first, which is part of the city charter. to many times, we have been planning for the automobile, and not so much for transit. this would be a step in the right direction. and that's it. thank you. commissioner campos: thank you. commissioner wiener, do you have a question? commissioner wiener: no. commissioner campos: next speaker, please. my name is brad thomas. i want to applaud you guys on the high level of coordination. this is an excellent compromise and i think it represents the citizens of the city " well, particularly transit riders in general. one thing, there are currently 85,000, roughly 85,000 automobile trips per day on van ness ave. i think it is important to point out on the center lane brt that needs to be a separation between us and automobile, and actual -- an actua

i am here to voice my support and hope you guys approve the brt with limited left turns on the van ness ave. this affects the 47 and 49 lines. many people from those neighborhoods rely on those lines every day to get

ness avenue. >> you are not planning for them to be used brt during the day? >> they can as the drivers see fit to get to the hospital. given the level of congestions they have. president chiu: my understanding is to move bosses as quickly as possible. it will be hard for emergency vehicles to come in and out of those lines. -- those lanes. >> while they will need to do some maneuvering comment they have the right of way on the streets they can use. president chiu: they will also be allowed to travel in the opposite direction. in other words, going the wrong way during rush hour with vehicles going in the opera -- opposite direction. do you feel that is an ideal situation? >> i have observed that on van ness ave. president chiu: supervisor campos. supervisor campos: thank you for your presentation and i appreciate the questions. i have to say that i am still at a loss for understanding how we can say that analysis is sufficient given the questions that have been reached and if it is the case that when it comes to, that many industry practitioners follow and ye