Meetings available online, as well as a transcript please call item no. 2. Progress update on the Treasure Island transportation Implementation Plan information item. This is our only item of substance. Its an information item and we have some residents here from the island as well, who will be speaking at Public Comment. Thank you. Good morning, rachel hyatt, principal Transportation Planner. I have an update on the Transportation Planning for the island, and please do ask me clarifying questions as we go along. The Transportation Planning work for the redevelopment of yerba buena and Treasure Island has been going on for over ten years now. The first Transportation Plan was adopted in 2006 as part of the Development Term sheet between the master developer and set out the needs for Treasure Island and yerba buena and some strategis to meet the Transportation Needs as the island is developed. The Transportation Management act, California State Assembly bill 981 was adopted in 2008, which authorized the program and most recently the Development Agreement adopted in 2011, included the latest version of the Treasure Island transportation Implementation Plan, which echoed the goals and strategies that were authorized in ab 981. We started our work following the development the Treasure IslandMobility Management Agency and we have been working in partnership with them to craft a plan for implementing the strategies that were called for in the Development Agreement and the ceqa work. The key challenges to improving Treasure Island transportation are mainly threefold and these have been recognized since the start of the planning. First is how to minimize new congestion on the bay bridge . When the island grows to 20,000 residents, managing the effective potential new tract on the bridge was seen as a key challenge. Then in addition, how to provide new Transit Services . Serving the island and provide a level of Transit Service that will really provide a feasible option for people to get on and off the island, both to and from San Francisco and the east bay and how to pay for that new transit, particularly the ac and Ferry Service. There needs to be a dedicated, but committed source of operating funds. The original 2006 plan, the 2008 Assembly Bill and the 2011 titip identified these four key goals with corresponding strategis to address those three challenges. The first is the design of the development itself. The vision is for real complete neighborhood on Treasure Island. Right now folks dont have sort of grocery options, for instance, on the island. But to be well, the vision for when Treasure Island is redeveloped is to have all of these services that a San Francisco neighborhood has, and a Street Network that is complete. So complete network of sidewalks. All of the new homes will be 15minute walking distance from a transportation hub, where the regional Transit Services and the localisland serving Shuttle Services will meet. Highquality transit on and off the island. The commitment is to provide new regional Transit Services between San Francisco and the east bay, using ac transit direct between Treasure Island and downtown oakland. A Ferry Service supplementing muni between San Franciscos Ferry Terminal and Treasure Island and transportation service. Minimizing traffic impacts from the development. There is a number of Strategies Incorporated in the plan. There is a parking maximum of 8,000 parking spaces, residential parking spaces. All of the parking will be managed by price. And the costs of parking will be unbundled from the lease or purchase of homes. So people who want to live on the island without owning a car will not have to pay for that cost as part of their renter, or mortgage payments. And finally a congestion toll on and off the island to encourage folks who are driving on and off to do so during offpeak times, and then finally to be an antitransit and finally to provide a Revenue Source, combined with the transit pass purchases and parking fees to fund the Regional Transit operations. This map depicts the transit that services that are planned. The new Transit Service between the east bay and Treasure Island the Ferry Service between the Ferry Terminal and the island, and new muni service. The level that is called here is really excellentlevel of Transit Service. Its many times more than what Treasure Island is served by today, and it is the level that San Francisco is most transitaccessible neighborhoods enjoy. And so that is the commitment to provide that level of Transit Service to make this system work. Where we have started is by looking at what it would take to enable this program to be successful over the longrun. So as buildout, after all of new residents are on the island 2030, what sort of policies do we expect that need to be in place to ensure that the program meets its transportation goals and its revenue goals . We need to achieve a 50 transit mode share for trips on and off the island and we need to make sure that the costs are covered, particularly the costs of the new Regional Transit. So with the work that were presenting today is our sense of what it will take to make sure that the program is successful. Then going forward, there is a number of other areas that we need to work on next. They include how the program is phased in . So development will be phased in through at least 2030. How do we approach that . How do we phasein in the various pieces the program, aligning the need for toll revenue and parking revenue with the need for new Transit Service and making sure that is scaled to the new needs of new residents as they come in. Designing other benefits, such as the transit pass. All households in the marketrate units will be required to purchase a transit pass monthly as part of their homeowner dues, as part of think their rent. We can design a number of benefits into that and that is something that we want to work on over the next few years. Working with bay bridge toll policy and i will talk about that in the presentation, another next step making sure that the bay bridge policy and Treasure Island policy are compatible. We have been doing outreach. We did one round of outreach last fall, mainly using a survey to try to get the word out about who we are, and let people know that we are here and raise awareness of the project. We reached about 15 of the residents, pretty good Response Rate for outreach survey. We are really in[tkebts ]ed to indebted to some of the Housing Partners on Treasure Island, who helped to offer and distribute the survey for us. It is still online, if folks watching are interested in taking it at timma. Org. Some of the things that we have learned from that that there is a great deal of interest in improved transit, particularly east bay transit and ferry transit. At the same time, there is concern and frustrations with traffic issues. So there is a much higher rate of auto ownership on Treasure Island and yerba buena today than in San Francisco on average; which reflects the fact that in part that its hard to live on Treasure Island today without a car. Its not a complete neighborhood. There is not a highlevel of Transit Service. Frustrations or concerns around driving include congestion, costs of owning and maintaining a car, and finding parking. On the question well, so something that we observed there is that higherrate of auto ownership on Treasure Island. And folks on Treasure Island today spend higher share of their income on transportation than the average san franciscan. And we do think those two things are related; the higher auto ownership and the higher spending, or expenses on transportation. We do know that in california, lowincome households, who rely on driving are autodependent end up spending a lot more of their income on transportation than households that are able to use transit as their primary mode of transportation. We see one of the best, most effective ways to support a ffordability on Treasure Island and Yerba Buena Island is to support the ability for households to choose not to own a car, to carshed a second car or use carshare for their vehicle access. That would be a change from how it is today, there is no carsharing on Treasure Island today. This table shows the policies that we think are what it will take to make the Program Successful over the longrun. And what we recommend is a toll program that has a broadbase, but low tolllevel. We expect that before Ferry Service begins, there will be a period of time as development is being phasedin, where there is not a demand for ferry. And so the need for revenue is to support the onisland, the Shuttle Services, and the ac transit, the east bay service. At that point, the level of revenue that we would need is about a 3 peakperiod toll and something lower offpeak such as 1 each direction. We recommend that this toll be in place when there is a core during transit core hours of operation. When there is a transit option available. We want to credit folks driving from the east bay on to Treasure Island for what they have already paid at the bay bridge toll plaza and those drivers would not pay twice. Shuttles, transit, vanpools would be exempt. And we also recommend a Discount Program for lowincome households on the island. We want to craft or we sought out to craft a program that we could extend to all households in the lowmarket rate units or who qualify for belowmarket rate units and this would support travelers who are lowincome regardless of what mode they are taking. These graphs illustrate the tolllevel. In this case the tolllevel that we think we will need in the early years of the program, before Ferry Service begins. The blue line shows congestionlevels on the bay bridge during week days. The orange bar shows tolllevel that we think will raise sufficient revenue, and also encourage folks to drive during offpeak periods. When Ferry Service begins, there is still a lot of work that we are doing with the ferry operators and potential ferry providers to rightsize the Ferry Service. But our best estimate at this time of what it will take is about a 5 peak period toll and something lower offpeak. Some of the toll policies more closely related to meeting that 50 transit modeshare requirement over the longrun. For instance, our recommendation that there be a broadbase period to the toll, but lower tolllevel helps achieve that, especially linking the need for the revenue the temporal need for the revenue for the period that transit options are available. And also recommending no exemptions, for instance, for cleaner vehicles. Other parts of this policy are more closely related to raising enough revenue to pay for the Transit Services. Something i want to point out is recommendation for how the board could adjust the tolllevel annually in realtime based on changing needs. We would recommend a tolllevel adjustment policy, actually mirrored on mtas policy for adjusting munis fares so a function of inflation, but also transit costs. Let me talk a little bit more about our proposal around transportation affordability. We have looked at a couple of options. One option we considered and analyzed is the idea of a toll discount. This would be, for instance, for example, a 50 discount on the toll. We could extend this discount to households that qualify for muni lifeline pass, about 16 , 15 of the likely population of Treasure Island. Were not able to find a discount that particular approach to a discount would not be feasible for all of the households in the belowmarket rate units, which will ultimately be about a quarter of the population on Treasure Island. We wouldnt be able to achieve the modeshare target, or the revenue demands. We wouldnt be able to afford the level of Transit Service under that scenario. Something that we recommends an alternative, is a multimodal or transit Discount Program; that we would recommend extend to any household in the belowmarket rate units. The kinds of benefits that we would offer in this type of program include transitpass benefits not just for well, providing a transit pass for the households in belowmarket rate units. The households in marketrate units will be required to purchase a monthly transit pass but something that we want to make sure that we do is households in below market rate units have access to a monthly pass, as well as equivalent of lifeline fares on operators who dont currently offer that, ac transit and wheata. We would recommend a program where for transit trips taken by these households toll credit as crew. This is models on a program that exists in los angeles. Their rewards program on l. A. Metros express lanes and the way this would work is like a sandwich card, essentially. For each trip taken on transit, credits towards a toll payment accrue. Other benefits we heard are interesting are bike share and we heard interest in the ability to use bikeshare on the island and we are committed to providing bikeshare on the island. Reducing some barriers to use of transportation technology, such as for folks who dont have a credit card, or who dont have a bank account and providing that account and even starting off folks accounts with a starting balance and discounts on things like carshare. Which will be a new service on the island as it develops and we would like to help increase access to. We do recommend the multi modal discount approach. It would provide incentives that are aligned with the overall goals of the transportation program, and would help support the meeting of that transit goal, the mode share goal. And the vision for Treasure Island as one of San Franciscos transitaccessible neighborhoods. We also do think its truly the most effective way to support affordability. That the burden of owning and operating maintaining a vehicle is a true cost burden on lowincome households and to be able to achieve context where folks can choose to shed one or more of their cars. Its really an effective way to reduce the need for transportation spending. Ultimately we project that with a transit discount approach, households will end up spending less on transportation, even then with a toll discount approach. Its because of those costs associated with owning and operating a car. This picture shows the financial overall profile of the program at buildout year. So in 2030, this is what we project would be the financial profile of the program. About a 55 million annual cost, and this is the cost associated with providing that very high, and very significantlevel of Transit Service. The transit costs, the Regional Transit operating is the revenue need for the program. That is the cost. And then the main Revenue Source is from the toll. There are two other Revenue Sources or at least two. The transit pass purchases and parking fees. And we also expect to be able to obtain grantfunding, which will help offset the costs of the capital costs of the program. This picture focuses on the operating costs. Were doing outreach now this summer and will continue outreach through the rest of the summer through september. We have done some focus