draft bms public works order...

DRAFTPUBLIC WORKS ORDER NO.:__________

ADOPTING ENVIORNMENTAL REVIEW FINDINGS UNDER THE CALIFORNIA ENVIRONMENTAL QUALITY ACT, PUBLIC RESOURCES CODE SECTIONS 21000 ET SEQ. (CEQA), INCLUDING THE ADOPTION OF THE STATEMENT OF OVERRIDING CONSIDERATIONS AND A MITIGATION MONITORING AND REPORTING PROGRAM (MMRP) IN CONNECTION WITH THE BETTER MARKET STREET PROJECT, AND APPROVING THE BETTER MARKET STREET PROJECT WHICH STARTS GENERALLY AT STEUART STREET AND TERMINIATES AT OCTAVIA BOULEVARD

I. Background:

Market Street is San Francisco’s busiest street for people walking, biking, and riding public transit including taxis; approximately 500,000 people walk along Market Street each day, there are over 200 Municipal Railway (Muni) vehicles per hour during peak hours and there are 650 bicyclists in the peak direction during rush hour.

San Francisco Public Works (Public Works), the primary City agency responsible for the delivery of the Better Market Street (BMS) Project, in coordination with the San Francisco Municipal Transportation Agency (SFMTA), the Planning Department, the San Francisco County Transportation Authority (Authority), and the San Francisco Public Utilities Commission (SFPUC) entered into a Memorandum of Agreement (MOA) dated August 18, 2010, which contained the principal terms and conditions upon which the agencies will coordinate the administration and funding of planning, urban design, conceptual engineering and environmental studies for the BMS Project.

Overall guidance for the BMS Project is provided by the Directors of San Francisco Public Works, the SFMTA, the Planning Department, the Authority, and the SFPUC.

II. Project Goals & Objectives:

Public Works, in coordination with the project partners, developed the 3 goals for the BMS Project, which are Place, Mobility and Economic Development:

a. Place: Make Market Street the signature sustainable street in San Francisco and the Bay Area by creating a memorable and active identity, with gathering spaces, the ability to promenade, a healthy urban forest, and a vibrant public life.

b. Mobility: Optimize the safety, reliability, efficiency, and comfort of all users ofsustainable transportation modes (transit, walking, and cycling) while balancing theirrespective needs within the physical constraints of the public right‐of‐way.

c. Economic Development: Ensure that all improvements and plans are coordinated with urban redevelopment efforts to foster an economically productive, healthy, and resilient corridor.

The City agencies partnering on formulation of the Better Market Street (BMS) project were guided by the Project Goals and Objectives.

III. Project Description

The Better Market Street Project (Project) encompasses the entire Market Street corridor between Steuart Street and Octavia Boulevard. It includes portions of streets that intersect Market Street, four off‐corridor intersections (Ellis/Cyril Magnin, Eddy/Cyril Magnin, Eddy/Mason and California/Drumm), and the entirety of Charles J. Brenham Place.

DRAFTThe Project would introduce a new sidewalk‐level bikeway, private vehicle restrictions, additional commercial and passenger loading on side streets, accessible sidewalk pavers, landscaping, street furniture and surface transit improvements including San Francisco Municipal Railway (Muni) ‐ only lanes, stop spacing and service changes, longer and wider boarding islands. The Project includes state‐of‐good‐repair work, including pavement renovation and replacement of traffic signals, rail, Overhead Contact System, traction power, sewer and water lines, and Path of Gold poles. The Project also would change traffic operations on adjacent streets that intersect Market Street to both the north and the south (Jones Street from McAllister Street to Golden Gate Avenue will be two‐way, Ellis from Market to Cyril Magnin streets will be converted to one‐way westbound, and Spear Street from Market to Mission streets will be two‐way). The Project will close Page Street between Market and Franklin streets and Battery/Bush between Bush and Market streets except for bicycles and emergency vehicles. In addition, the Project proposes to implement a counterclockwise F‐Line track loop (F‐loop) along McAllister Street from Market Street to Charles J. Brenham Place and Charles J. Brenham Place from McAllister to Market streets.

As part of its Project approval, San Francisco Public Works also is approving the Western Variant. The variant would be located within a portion of the same corridor as the proposed project but would vary in terms of proposed improvements/regulations. The Western Variant would include the approximately 0.6‐mile portion of Market Street between Octavia Boulevard and a point approximately 300 feet east of the Hayes and Market Street intersection. The Western Variant seeks improvements beyond those of the proposed project related to pedestrian and bicyclist safety, comfort, and mobility through additional reductions to conflicts between different modes of transportation.

After an initial set of approval actions from Public Works and the SF Municipal Transportation Authority Board, the BMS Project will be implemented in various construction phases beginning with Phase 1A between 5th and 8th streets. The construction contract for Phase 1A is scheduled to advertise in 2020 and construction is anticipated to last until 2023. Phase 1B is the F‐loop. Construction is expected from 2023‐2025. Phase 2 is between 2nd and 5th streets and will follow phase 1. The City has yet to determine the sequence of future phases beyond phase 2. Each phase will be accompanied by various approval actions including financing and construction contracts. Funding for future phases is uncertain at this time. The entire project is anticipated to be complete in approximately 10 years or in 2029.

More detailed illustrations that describe the Project elements above are attached to this Order in Attachments A.

IV. Stakeholder Engagement

Formal public outreach for the project’s conceptual design began in early 2011, which included a public visioning process, planning and conceptual design. Participants from all over the city, including stakeholders from immediately adjacent neighborhoods, provided broad input through a series of coordinated workshops, online comments, social media, and other outreach venues. Five rounds of public outreach workshops and webinars were conducted from May 2011 to August 2019. Public notices for the workshops and webinars were distributed citywide. The public notices included, but were not limited to, press releases; postcards and flyers (in several languages); public service announcement videos, which aired on SFGovTV; more than 1,000 hand‐distributed postcards; multi‐language bus posters placed in bus shelters on Market Street; Better Market Street email newsletter blasts distributed to more than 5,000 people per round; notices to property owners along Market Street; workshop announcements posted through social media; and announcements and updates provided on the Better Market Street website at www.bettermarketstreetsf.org. In 2011, the City established a Community Working Group to provide feedback between the project team and local residents, business owners, and

DRAFTcommunity representatives. This Working Group has approximately 25 members and has met close to 30 times. The input from the Working Group and other public participation has been extremely helpful to decision makers in their deliberations over the Project.

V. Environmental Review:

The Planning Department’s Major Environmental Analysis (MEA) unit led the CEQA environmental review of the BMS Project. On January 14, 2015, the Planning Department issued the Notice of Preparation for the BMS Project Environmental Impact Report (EIR). On February 27, 2019, the Planning Department released the Draft EIR. The public comment period was from February 28 – April 15, 2019. The Planning Department published the Final EIR (Draft EIR and Responses to Comments Document) on September 23, 2019. It is anticipated that the Planning Commission will certify the Final EIR at its October 10, 2019 meeting.

VI. Custodians of Records:

The public hearing transcript, a copy of all letters regarding the DEIR received during the public review period, the administrative record, and background documentation for the FEIR, as well as additional materials concerning approval of the Project and adoption of these findings are contained in the Project files which are available by contacting Jonas P. Ionin, Director of Commission Affairs, the Custodian of Records for the Planning Department, at 1650 Mission Street, Suite 400, San Francisco, CA 94103, or the Custodian of Records for Public Works, David Steinberg, Public Works Executive Assistant to the Director, at San Francisco City Hall, Room 348 ‐ 1 Dr. Carlton B. Goodlett Place, San Francisco, CA 94102, and the Custodian of Records for SFMTA, Roberta Boomer, SFMTA Board Secretary, at 1 South Van Ness, 7th Floor, San Francisco, CA 94103. All files have been available to Public Works and the public for review in considering these findings and whether to approve the Project.

VII. Other Project Approvals:

SFMTA Board will hold a hearing on October 15, 2019 to review all of the proposed parking and traffic changes between Steuart Street and Octavia Boulevard associated with the Project. These include: private vehicle restrictions; Transit‐only lanes, which include Muni, AC Transit and taxis; Muni‐only lanes; a Class IV cycletrack (sidewalk level); commercial and passenger loading zones; and colored curbs. The SFMTA Board calendar item and resolution are hereby incorporated by reference and attached to this Public Works Order as Attachment B.

VIII. CEQA Findings:

In determining to approve the BMS Project and related approval actions, Public Works relies upon the

Final EIR and has determined that the Project and all of its approval actions have been analyzed in the

Final EIR. Public Works adopts findings in accordance with CEQA, the CEQA Guidelines, 14 CCR Sections

15000 et seq., and SF Administrative Code Chapter 31 (CEQA Findings). These CEQA Findings include a

rejection of alternatives, adoption of a statement of overriding considerations in regard to those

significant but unavoidable environmental impacts, and a MMRP. The CEQA Findings and MMRP are

attached to this Order as Attachment C.

IX. Mitigation Measures Implemented by San Francisco Public Works:

The City prepared the MMRP pursuant to CEQA to provide for the monitoring of mitigation measures required of the Better Market Street Project, as set forth in the Final EIR.

DRAFTThe following migration measures are within Public Work’s jurisdiction. As part of its decision to approve the Project, Public Works conditions its approval on implementation of these mitigation measures as more fully described in the MMRP:

a. M‐CP‐1.a: Prepare and Submit Additional Documentation for the Market Street Cultural Landscape District

b. M‐CP‐1.b: Develop and Implement an Interpretive Program

c. M‐CP‐1c: Hold Public Commemorative and Educational Program Series

d. M‐CP‐4: Tribal Cultural Resources Interpretive Program

e. M‐TR‐1:Construction Management Plan – Additional Measures

f. M‐NO‐1: Prepare and Implement a Construction Noise Control Plan to Reduce Construction Noise at Noise‐Sensitive Land Uses.

g. M‐NO‐3: Nighttime Construction Vibration Control Measures – Annoyance

h. M‐AQ‐1: Off‐Road Construction Equipment Emissions Minimization

For details of the mitigation measures, see Attachment D – Final MMRP.

X. Resolution:

Effective October XX, 2019, San Francisco Public Works adopts the CEQA Findings and the MMRP in connection with the Better Market Street Project, and approves the Better Market Street Project including the Western Variant and all phases of the Project through completion

Attachment A

Proposed Project Illustration

Project Corridor (area of ground disturbance)

Existing curb

Bu�erFurnishings Zone

Loading Zone

Curbside Transit Stop

Center Transit Boarding Island

Pedestrian Through Zone

Sidewalk-level Bikeway

Street-level Bicycle Lane

Path of Gold (partially restored, reconstructed, and realigned)

Crosswalk

SIDEWALK

Legend

BART/Muni Metro Portal

Sidewalk Planting Area

Muni-only Lanes (center lanes east of Third Street, eastbound lane between 12th and Gough streets, & southbound lane on Charles J. Brenham Place)

Curb Ramp

Street Tree (Platanus monoculture replacedwith trees screened for use by the Public Works Bureau of Urban Forestry)

Streetcar

Streetcar Tracks

Bus

CALIFORNIA STREET

PINESTREET

DRUM

M STR

EET

DAVIS

STR

EET

SPEA

RST

REET

MAIN

STRE

ET

BEAL

EST

REET MARKET STREET

STEU

ART

STRE

ET

Feet

100 200500 150

PROPOSED PROJECT WOULD NOT MODIFYEXISTING CABLE CAR TRACKS

Notes: • Substations that would be upgraded as part of the proposed project are located within

the project corridor but are not identi�ed in this �gure for security purposes. • This �gure illustrates proposed transportation and streetscape improvements that would

occur slightly outside of the project corridor (e.g., tra�c striping and turn restrictions); these proposed improvements would not involve ground disturbance.

• This �gure does not illustrate some project-related activities that would result in changes to existing cultural resources (e.g., relocating and rehabilitating underground Auxiliary Water Supply System lines). Refer to Section F of Chapter 2, Project Description, for a detailed discussion.

(Revised) Figure 2-3Proposed Project Transportation and Streetscape Improvements (Sheet 1 of 10)

Source: San Francisco Public Works, 2019.

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Better Market Street ProjectCase No. 2014.0012E


Existing curb


Loading Zone







Crosswalk

SIDEWALK

Legend




Curb Ramp


Streetcar

Streetcar Tracks

Bus

BUSH STREET

BUSH

STR

EET

PINE STREETFRONT

STR

EET

BATT

ERY

STRE

ET

DAVIS

STR

EET

FREM

ONT

STRE

ET

1ST

STR

EET MARKET STREET MARKET STREET

BEAL

EST

REET

Feet

100 200500 150







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Existing curb


Loading Zone







Crosswalk

SIDEWALK

Legend




Curb Ramp


Streetcar

Streetcar Tracks

Bus

POST STREET

SUTTER STREET

MONTGOMER

Y

STRE

ET SANS

OMEST

REET

NEW

MONT

GOME

RYST

REET

2ND

STR

EET

MARKET STREET

MARKET STREET

Feet

100 200500 150





MUNI TRACTION POWER DUCT BANKS



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Existing curb


Loading Zone







Crosswalk

SIDEWALK

Legend




Curb Ramp


Streetcar

Streetcar Tracks

Bus

O’FARRELL STREET

GEARY STREET KEAR

NY S

TREE

T

GRANT

AVEN

UE

3RD

STRE

ET

MARKET STREETMARKET STREET

MARKET STREET

Feet

100 200500 150







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Existing curb


Loading Zone







Crosswalk

SIDEWALK

Legend




Curb Ramp


Streetcar

Streetcar Tracks

Bus

EDDY STREET

ELLIS STREET

STOCK

TON

STRE

ET

POWEL

L ST

REET

4TH

STR

EET

5TH

STRE

ET

MARKET STREET

MARKET STREET

CYRI

L MA

GNIN

STR

EET

Feet

100 200500 150





OFF-CORRIDOR TRAFFIC CHANGES AT ELLIS STREET/CYRIL MAGNIN STREET, EDDY STREET/CYRIL MAGNIN STREET, & EDDY STREET/MASON STREET ARE NOT SHOWN ON THIS FIGURE TO MAINTAIN THE FIGURE'S CLARITY



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Existing curb


Loading Zone







Crosswalk

SIDEWALK

Legend




Curb Ramp


Streetcar

Streetcar Tracks

Bus

GOLDEN GATE AVENUE

TURK STREET

MASON

STRE

ET

TAYL

OR ST

REET

6TH

STRE

ET

MARKET STREET

MARKET STREET

Feet

100 200500 150


the project corridor but are not identi�ed in this �gure for security purposes.• This �gure illustrates proposed transportation and streetscape improvements that would

occur slightly outside of the project corridor (e.g., tra�c striping and turn restrictions);these proposed improvements would not involve ground disturbance.

• This �gure does not illustrate some project-related activities that would result in changesto existing cultural resources (e.g., relocating and rehabilitating underground AuxiliaryWater Supply System lines). Refer to Section F of Chapter 2, Project Description, for adetailed discussion.



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Existing curb






Crosswalk

SIDEWALK

Legend




Curb Ramp


Streetcar

Streetcar Tracks

BusLoading Zone



Legend (continued)

McALLISTER STREET

JONE

S ST

REET

MARKET STREET

7TH

STR

EET

MARKET STREET

CHAR

LES

J.

BREN

HAM

PLA

CE

UNITED NATIONSPLAZA

Feet

100 200500 150

Notes: • Substations that would be upgraded as part of the proposed project are located within the

project corridor but are not identi�ed in this �gure for security purposes. • This �gure illustrates proposed transportation and streetscape improvements that would


• This �gure does not illustrate some project-related activities that would result in changes to existing cultural resources (e.g., relocating and rehabilitating underground Auxiliary Water Supply System lines). Refer to Section F of Chapter 2, Project Description, for a detailed discus-sion.



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Existing curb


Loading Zone







Crosswalk

SIDEWALK

Legend




Curb Ramp


Streetcar

Streetcar Tracks

Bus

GROVE STREET

HAYES STREET HYDE

STR

EET

LARK

IN S

TREE

T

8TH

STR

EET

9TH

STR

EET

MARKET STREET

MARKET STREET

Feet

100 200500 150







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Existing curb






Crosswalk

SIDEWALK

Legend




Curb Ramp


Streetcar

Streetcar Tracks

BusLoading Zone



Legend (continued)

FELL STREET

OAK STREET

POLK

STR

EET

VAN

NESS

AVE

NUE

10TH

STRE

ET

SOUT

HVA

N NE

SSAV

ENUE

11TH

STR

EET

12TH

STRE

ET

MARKET STREET

MARKET STREET

Feet

100 200500 150

Notes: • Substations that would be upgraded as part of the proposed project are located within the

project corridor but are not identi�ed in this �gure for security purposes. • This �gure illustrates proposed transportation and streetscape improvements that would


• This �gure does not illustrate some project-related activities that would result in changes to existing cultural resources (e.g., relocating and rehabilitating underground Auxiliary Water Supply System lines). Refer to Section F of Chapter 2, Project Description, for a detailed discus-sion.


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Existing curb


Loading Zone







Crosswalk

SIDEWALK

Legend




Curb Ramp


Streetcar

Streetcar Tracks

Bus

PAGE STREETHAIGHT STREET

ROSE STREET

GOUGH

STRE

ET

FRAN

KLIN

STRE

ET

12TH

STRE

ET

VALE

NCIA STR

EET

BRAD

YST

REET

GOUG

HST

REET

McCOPPIN STREET

MARKET STREETMARKET STREET

OCTA

VIA B

LVD

Feet

100 200500 150







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Attachment B

SFMTA Board Calendar Item and Resolution

THIS PRINT COVERS CALENDAR ITEM NO. : 11

SAN FRANCISCO MUNICIPAL TRANSPORTATION AGENCY

DIVISION: Sustainable Streets BRIEF DESCRIPTION: Approving the Better Market Street (BMS) Project, including the western variant; approving various parking and traffic modifications associated with the BMS Project; amending the Transportation Code to designate transit-only areas; and adopting findings under the California Environmental Quality Act (CEQA) including adoption of both a Statement of Overriding Considerations and a Mitigation Monitoring and Reporting Program (MMRP). SUMMARY:

• The BMS Project is a proposed, major capital investment to improve transit performance and traffic safety and to beautify the public realm Market Street between Octavia Boulevard and Steuart Street.

• The BMS Project has gone through an extensive environmental review process culminating in certification of the FEIR in October 2019.

• The BMS Project team conducted a variety of public outreach activities • The proposed project is not subject to the Board of Supervisors review because the

project is a large capital project that is over $600M pursuant to Ordinance 127-18. ENCLOSURES:

1. SFMTAB Resolution 2. Transportation Code, Division II Amendment 3. Better Market Street Project CEQA Findings and Statement of Overriding Considerations 4. Mitigation Monitoring and Reporting Program and Final Environmental Impact

Report https://sfplanning.org/project/better-market-street-environmental-review-process#info

APPROVALS: DATE DIRECTOR ______________________________________ ____________ SECRETARY _______________________________________ ____________ ASSIGNED SFMTAB CALENDAR DATE: October 15, 2019

https://sfplanning.org/project/better-market-street-environmental-review-process%23info

https://sfplanning.org/project/better-market-street-environmental-review-process%23info

PURPOSE Approving the Better Market Street (BMS) Project, including the western variant, a Vision Zero and Muni Forward supporting project; approving various parking and traffic changes associated with the BMS Project including: prohibiting entry on Market Street between Steuart and 9th streets, westbound direction, and between 10th and Main streets, eastbound direction, except for buses, taxis, bicycles, commercial vehicles, and emergency vehicles, and on Market Street between 9th and 12th streets, in the westbound direction, and between 12th and 11th streets, in the eastbound direction, except for Muni, AC transit, taxis, bicycles, and emergency vehicles; implementing turn restrictions on both sides of Market Street; and permanently closing Bush/Battery Street between Bush and Market streets and Page Street between Franklin and Market streets to vehicular traffic except for bicycles and emergency vehicles; implementing Class IV bikeways on Market, 11th, McAllister, and Valencia streets and Charles J Bernham Place; amending the Transportation Code to designate transit-only areas at the following locations: Market Street, eastbound, between 10th and Main streets; Market Street, westbound, between Beale and 8th streets; Market Street, eastbound, between Gough and 10th streets; Market Street, westbound, between 8th and 12th streets; 11th Street, northbound, from Market Street to 134 feet south of Market Street (in F trackway area); 2nd Street, northbound, from Market and Stevenson streets; Main Street, northbound, from Market Street to 180 feet southerly; Charles J Brenham Place, southbound, from McAllister to Market Street; and rescind transit-only areas on Market Street, eastbound, between 12th and 3rd streets; and Market Street, westbound, between South Van Ness Avenue and 3rd Street; and adopting findings under the California Environmental Quality Act (CEQA) including adoption of both a Statement of Overriding Considerations and a Mitigation Monitoring and Reporting Program (MMRP). STRATEGIC PLAN GOALS AND TRANSIT FIRST POLICY PRINCIPLES This action supports the following SFMTA Strategic Plan goals and objectives:

Goal 1: Create a safer transportation experience for everyone Objective 1.1: Achieve Vision Zero by eliminating all traffic deaths Objective 1.2: Improve the safety of the transit system

Goal 2: Make transit and other sustainable modes of transportation the most attractive and preferred means of travel

Objective 2.1: Improve transit service Objective 2.2: Enhance and expand use of the city’s sustainable modes of transportation

Goal 4: Create a workplace that delivers outstanding service Objective 4.3: Enhance customer service, public outreach, and engagement

This action supports the following Transit First Policy Principles:

Policy 1 - To ensure quality of life and economic health in San Francisco, the transportation system provides safe and efficient movement of people and goods.

Policy 2 - Public transit, including taxis and vanpools, is an economically and environmentally sound alternative to transportation by individual automobiles. Within San Francisco, travel by public transit, by bicycle and on foot must be an attractive alternative to travel by private automobile. Policy 3- Decisions regarding the use of limited public street and sidewalk space shall encourage the use of public rights of way by pedestrians, bicyclists, and public transit, and shall strive to reduce traffic and improve public health and safety. Policy 4 - Use designated transit lanes and streets to expedite the movement of public transit vehicles and to improve pedestrian safety. Policy 5 - Pedestrian areas shall be enhanced wherever possible to improve the safety and comfort of pedestrians and to encourage travel by foot. Policy 6 - Bicycling shall be promoted by encouraging safe streets for riding, convenient access to transit, bicycle lanes, and secure bicycle parking.

DESCRIPTION The Better Market Street (BMS) Project is a major capital investment to improve transit performance and traffic safety and to beautify the public realm along 2.2 miles of Market Street between Octavia Boulevard and Steuart Street. Background Market Street is San Francisco’s busiest street for people walking, cycling, and riding public transit, including taxis. Approximately 72,000 people ride Muni on surface routes daily, 500,000 people walk along Market Street on a given day, there are over 200 Muni vehicles per hour during peak hours and there are 650 people biking per hour in the morning rush hour. In recent years, the SFMTA has made several incremental improvements to help with transit performance and safety including: extending the center transit-only lanes and enhancing them with red colorization; protecting existing bike lanes with safe hit posts at some locations; installing high-visibility crosswalks; and implementing vehicle turn restrictions on the southside of Market Street as part of the Safer Market Street Project. Yet key transportation needs remain including:

• Safety challenges for all modes: the entire project corridor is part of the Vision Zero high-injury network and it experiences a disproportionate share of severe and fatal traffic collisions. Market Street has, on average, more than 100 collisions per year which is a rate four times higher than its closest peer, Mission Street (32.0 vs 6.9 collisions per million vehicle miles traveled), even though both streets are busy downtown streets with four traffic lanes and frequent transit service. Collisions on Market Street are of significant concern because they involve a high number of vulnerable roadway users. Market Street has four of the top 10 intersections for pedestrian- and bicycle-involved

collisions in the past five years. The collision patterns suggest that the high collision rate is, in part, caused by the mixing of automobiles on a street that also has a large presence of bicyclists, pedestrians, and transit.

Figure 1. Injury Collisions per Year on Market between Octavia and Steuart

• Transit performance challenges: Market Street is San Francisco’s most important

transit corridor, with over 20 bus routes and one streetcar line operating on the surface, in addition to underground Muni Metro and BART service. With over 100 transit vehicles/hour/direction and plans to increase transit service on Market, the sheer scale of surface transit traffic presents an operational challenge. Existing center-boarding islands are not wide nor long enough to adequately accommodate this scale of transit service. Closely spaced stops also contribute to slow travel times. Also, the F line experiences crowding and heavy demand, particularly from the Embarcadero to Powell Street. F line infrastructure is inflexible, with only one location along Market Street where trains can be taken out of service to perform maintenance or re-balance service after a disruption. There is also currently no opportunity to offer short-line service that could increase capacity on the core of the F line route, between Fisherman’s Wharf and the Union Square area.

• Accessibility challenges: Many elements of the SFMTA’s Market Street assets need to be upgraded to better comply with current Americans with Disabilities Act (ADA) standards. Many center boarding islands are too narrow to provide accessible boarding to buses using the wheelchair lift/ramp. In addition, all of the F line stops will be made wheelchair accessible.

Figure 2. Existing narrow center-boarding islands

are crowded and do not to provide wheelchair access.

• Discontinuous bike facility and conflicts between modes: Market Street experiences high levels of cycling, but the existing facility has varying levels of protection. Some segments of the corridor have bike lanes with safe hit posts; however east of 8th Street people bike in a shared lane with no protection from buses and private and commercial vehicles. It is particularly challenging for bus operators and people biking to pass one another, creating a stressful operating environment for everyone. The high volumes of people traveling along Market Street by all modes create conflicts that detract from the safety, comfort, and reliability of travel for everyone.

• Aging infrastructure: Many of the SFMTA’s assets along Market Street are aging and in need of upgrade or replacement. This includes components of the Overhead Catenary System (OCS) that powers trolley coach buses and the F line. It also includes the traction power system that powers OCS (and Muni Metro), comprised of substations in Downtown (Stevenson Street) and Civic Center (UN Plaza) with underground duct banks that connect the substation power to the OCS. Finally, it also includes the F line track and the traffic signal system. As assets age, they require greater levels of maintenance and result in more frequent transit and traffic disruptions and ultimately require major upgrades or replacement to prevent failure. The traffic signals, in particular, have reached the end of their service lives, as many are suffering from extreme corrosion which renders them irreparable.

Proposed Project The BMS Project would bring Market Street’s design into the 21st century, re-designing the street for improved safety, transit performance, and accessibility. As discussed below, the Planning Department has determined that prohibiting entry onto Market Street in certain locations by non-transit vehicles and other vehicular circulation changes are designed to

Figure 3. People biking on Market Street squeeze between cars queued and the sidewalk.

implement Objective 18 of the City’s General Plan’s Transportation Element and provides for the health and safety of citizens consistent with California Vehicle Code section 21101(f). Objective 18 of the City’s General Plan provides: “The City should engage in a comprehensive redesign of Market Street from the Embarcadero to Castro Street. Improvements to Market Street should emphasize its importance for pedestrians, cyclists, and transit.” Further, other major SFMTA-relevant features of the new street design include:

• Muni-only lanes: Existing center transit-only lanes and some additional center lane segments would be converted to Muni-only lanes, excluding taxis, paratransit vehicles, bicycles, other buses, and all other vehicles (except emergency vehicles) at all times. These lanes would be located on Market Street, eastbound between 10th and Main streets; Market Street, westbound between Beale and 8th streets; Charles J Brenham Place, southbound, between McAllister and Market streets; and 11th Street, northbound, from Market Street to 134 feet southerly.

• Transit-only lanes: The existing center transit-only lanes and some additional center lane segments would be converted to MUNI and AC Transit-only lane, except taxis and emergency vehicles, at all times. These lanes would be westbound on Market Street between 8th and 12th streets and eastbound on Market Street between 12th and 10th streets. In addition to the lanes being proposed on Market Street, there are two other street segments which are proposing to convert a lane of traffic to a transit, taxi, bicycle, commercial vehicle, and emergency vehicle lane, at all times. These are located on Main Street, northbound, between Market and 180 feet southerly and on 2nd Street, northbound, between Market and Stevenson streets.

• Muni boarding islands and stop changes: Center lane boarding islands would be removed and relocated to provide a wider stop spacing, eliminating five stops in each direction and changing the average distance between stops from about every 1,000 feet to about every 2,000 feet - consistent with SFMTA’s goals for Rapid service spacing. Curbside stops would remain at similar stop spacing as today, with a stop at nearly every block. Center boarding islands would be doubled in size, to about nine feet wide and up to 210 feet long, in order to improve wheelchair accessibility and provide additional space for waiting passengers. Wheelchair ramps would be constructed to serve the F line.

• New F line loop: New tracks would be installed on McAllister Street and Charles J. Brenham Place to create a new F line turnback loop, improving operational flexibility, and enabling short-turns to allow for additional service between Downtown and Fisherman’s Wharf, where the highest levels of crowding are experienced. The proposed F loop would also allow the SFMTA to minimize the impact of traffic disruptions by providing a new place to temporarily store trains for emergency maintenance or to rebalance service.

• New continuous protected bikeway: A new sidewalk-level bikeway would be constructed on the majority of Market Street in each direction between the curb lanes and the sidewalk with buffers, a distinct paving pattern, and vertical obstructions like railings to prevent bicycles crossing back and forth from the lane to the sidewalk. In addition,

roadway-level protected bikeways would be installed on 11th, McAllister, and Valencia streets, and Charles J Bernham Place on the blocks approaching Market Street. Due to site constraints, some locations will be at roadway-level. Please see bikeway improvement section below for more information.

• Pedestrian bulb-outs: New sidewalk widening will occur at many intersections along the corridor which will decrease crossing distances for people walking and improve intersection visibility. Bulb-outs are under Public Works jurisdiction which is the agency that has the authority to approve them.

• Vehicle turn restrictions: Vehicular access to Market Street would be limited to transit and commercial vehicles, with the exception of taxis and bicycles. Private vehicles, including Transportation network company vehicles (TNCs), such as Uber and Lyft, would be prohibited from Market between 12th and Steuart, except eastbound 11th to 10th, and Drumm to Steuart. Commercial vehicles and taxis would be allowed on Market Street, except the eastbound direction between 12th and 11th streets and the westbound direction between Hayes and Franklin Streets. Public transportation, emergency vehicles, taxis, paratransit, and bicycles would be permitted on Market Street at all times. These vehicle restrictions reflect the “western variant” design, which includes additional sidewalk widening and vehicle restrictions near the Van Ness Avenue and Market Street intersection, building upon the Planning Department’s Hub planning process. In addition, vehicles traveling eastbound on Market Street would not be able to turn right onto Valencia Street. Caltrans approval may be required in order to implement proposed right turn restrictions at the intersection of Van Ness Avenue/South Van Ness Avenue/Market Street (See items Y and QQQ).

• New sidewalk-level loading zones: Existing loading bays would be removed and new loading areas would be created near or at the same location as many of the existing loading bays. The curb within the loading zones would be mountable, allowing loading vehicles to cross the bikeway to access the loading area. In addition, the BMS Project will also create additional loading zones and make color curb changes on alleyways and cross streets. These changes include converting 243 existing parking spaces to commercial loading spaces and converting 46 parking spaces to passenger loading zones. In addition, 42 parking spaces would be removed for daylighting and future pedestrian bulb-outs.

• Street closures: Street closures would be implemented in both directions of Page Street between Market and Franklin streets (except for bicycles and emergency vehicles) and Bush/Battery Street, southbound, between Bush and Market streets (except for bicycles and emergency vehicles).

• State of good repair elements: The project would take advantage of this once-in-a-generation construction project on Market Street to replace numerous infrastructure systems on Market Street that are nearing the end of their useful life. The “lolly-pop” traffic signals would be replaced with new traffic signals that meet current state and federal standards for improved visibility. Muni’s rails, overhead catenary system and traction power systems would be replaced. In addition, the pavement, sidewalks, curb ramps, streetlights (including path of gold light standards), sewer system, water system, and communication lines will all be replaced.

Figure 4. Proposed Project Visualization

Figure 5. Proposed Project Typical Cross Section, showing 12-foot road lanes, 8-foot-wide bikeway, and a 15-foot-wide pedestrian through zone.

Altogether, these improvements are expected to provide substantial transportation benefits including:

• Reduction in severe and fatal collisions, particularly for vulnerable road users (e.g. people biking and walking)

• Faster, more reliable Muni bus service, including up to 25% travel time savings • More pleasant, lower-stress experience for people bicycling by providing a dedicated,

protected facility • Safer, more pleasant walking/waiting environment for people walking and riding transit • Faster, more reliable F line service and improved access to Fisherman’s Wharf • Improved resiliency to better manage transit service during major delays or events

Proposed Closure of Market Street to Non-Transit Vehicles and Other Street Closures The BMS Project will prohibit entry by vehicles on Market Street between Steuart and 9th streets, westbound direction, and between 10th and Main streets, eastbound direction, except for buses, taxis, bicycles, commercial vehicles, and emergency vehicles and on Market Street between 9th and 12th streets, in the westbound direction, and between 12th and 11th streets, in the eastbound direction, except for Muni, AC transit, taxis, bicycles, and emergency vehicles. These vehicle restrictions reflect the “western variant” design, which includes additional sidewalk widening and vehicle restrictions near the Van Ness Avenue and Market Street intersection, building upon the Planning Department’s Hub planning process. Pursuant to California Vehicle Code section 21101(f), local authorities can adopt regulations by ordinance or resolution to prohibit entry to, or exit from, or both, any street by means of islands, curbs, traffic barriers, or other roadway design features to implement the circulation element of a city’s general plan. Consistent with this state statute, the Planning Department has determined that prohibiting entry onto Market Street in certain locations by non-transit vehicles and other vehicular circulation changes are designed to implement Objective 18 of the City’s General Plan’s Transportation Element. Prohibition of private vehicles allows the right of way to be allocated for other users of the street, thereby improving safety, prioritizing sustainable transportation modes, providing for loading to support adjacent land uses, and improving Market Street as a civic space. Such redesign of Market Street is called for in the City’s General Plan. The Planning Department has submitted a letter to the SFMTA to this effect and a copy of it is on file with the Secretary to the SFMTA Board of Directors. Further, SFMTA staff has determined that prohibiting entry onto Market Street would provide for the health and safety of citizens due to the fact that collisions on Market Street are of significant concern because they involve a high number of vulnerable roadway users and Market Street has four of the top 10 intersections for pedestrian- and bicycle-involved collisions in the past five years. The proposed restrictions on private vehicles will substantially improve safety for pedestrian and cyclists by prioritizing their needs. In addition, permanently closing Bush/Battery Street, southbound, between Bush and Market streets and Page Street between Franklin and Market streets to vehicular traffic, except for bicycles and emergency vehicles, is necessary in order to enhance safety and comfort for vulnerable street users and to improve traffic and transit operations in the vicinity since SFMTA staff have determined that the above referenced street segments are no longer needed for vehicular traffic, given the closure of Market Street and associated turn restrictions, pursuant to California Vehicle Code section 21101(a). Since these two street segments terminate at Market Street, the installation of the BMS project and western variant turn restrictions would remove all vehicles from using these two segments. As such, these streets can be closed to vehicular traffic and used to provide more public space protected from traffic and provide a safer connection to and from Market Street for people walking or bicycling. BIKEWAY IMPROVEMENTS The BMS Project proposes the installation of Class IV protected bikeways in both directions on various segments of Market Street and several cross streets within the project area, improving

safety for people riding bicycles. Protected bikeways provide a specific space for bicyclists, separating them from faster moving motor vehicles. Double parking and parking in the unprotected bike lanes are a frequent occurrence and force people who ride bikes to merge into the vehicle lane when blocked. The proposed Class IV protected bike lane will reduce the frequency of vehicles stopped in the bike lanes and improve safety for all roadway users. A Class IV bikeway is a bikeway for exclusive use of bicycles and includes required separation between the bikeway and vehicle traffic. A Class IV protected bikeway, including a grade separation with the bikeway at sidewalk level, is proposed for the following segments: Market Street, eastbound, between Octavia Street and Van Ness Avenue and between 10th Street and Steuart Street; Market Street, westbound, between Steuart Street and Rose Street and between Valencia Street and Octavia Street. When the bikeway is at sidewalk level, the project design includes a one- to four-foot wide concrete buffer between the roadway curb and the bikeway, and three- to ten-foot wide buffer zone with a detectable delineator, street furniture, trees and other elements to provide physical separation between the bikeway and the pedestrian through-zone. A Class IV cycle track, at roadway level, is proposed for the following segments on Market Street: Market Street, eastbound, between 11th Street and 10th Street; Market Street, westbound, between Rose Street and Valencia Street. In addition, the project would implement roadway level cycletracks on several cross streets on the blocks directly adjacent to Market Street: Valencia Street, northbound, between Market Street and McCoppin Street; 11th Street, northbound, from Market Street to 222 feet southerly; McAllister Street, westbound, between Market Street and Charles J Brenham Place; and Charles J Brenham Place, northbound, between Market Street and McAllister Street. When the bikeways are at roadway level, the project design uses a combination of parking and loading lanes, transit boarding islands, painted buffers, and plastic delineators for physical separation. Separated bikeways are authorized under California State law (Assembly Bill No. 1193 effective January 1, 2015). Section 891 of the Streets and Highways Code provides that agencies responsible for the development or operation of bikeways or roadways where bicycle travel is permitted may utilize minimum safety design criteria other than those established by Section 890.6 if all of the following conditions are met:

1. The alternative criteria are reviewed and approved by a qualified engineer with consideration for the unique characteristics and features of the proposed bikeway and surrounding environs;

2. The alternative criteria, or the description of the project with reference to the alternative criteria, are adopted by resolution at a public meeting, after having provided proper notice of the public meeting and opportunity for public comment; and

3. The alternative criteria adhere to guidelines established by a national association of public agency transportation officials.

The proposed protected bikeways on these streets meet these three conditions. The alternative criteria for the protected bikeway design have been reviewed and approved by a qualified engineer prior to installation. The alternative criteria for the project are to discourage motor vehicles from encroaching or double parking in the bicycle lane, provide a more inviting and greater sense of comfort for bicyclists, and provide a greater perception of safety for bicyclists. These alternative criteria will be adopted by the SFMTA Board of Directors as part of this calendar item. Lastly, the project’s alternative criteria adhere to guidelines set by the National Association of City Transportation Officials (NACTO) Urban Bikeway Design Guide, Federal Highway Administration Separated Bike Lane Planning and Design Guide, and California Department of Transportation Design Bulletin Information Number 89 Class IV Bikeway Guidance. The NACTO guidelines state that protected bikeways require the following features:

• A separated bikeway, like a bike lane, is a type of preferential lane as defined by the Manual on Uniform Traffic Control Devices (MUTCD).

• Bicycle lane word, symbol, and/or arrow markings shall be placed at the beginning of a cycle track and at periodic intervals along the facility based on engineering judgment.

• If pavement markings are used to separate motor vehicle parking lanes from the preferential bicycle lane, solid white lane line markings shall be used. Diagonal crosshatch markings may be placed in the neutral area for special emphasis. Raised medians or other barriers can also provide physical separation to the cycle track.

The separated bikeway for Market Street will conform to these NACTO design guidelines. The separated bikeway will also conform to best practices and design standards, including design guidelines developed jointly by the SFMTA, Mayor’s Office of Disability, and Department of Public Works to ensure accessibility for all street users. The painted buffer alongside the parking lanes that separates the vehicle travel lane from the bikeway, such as for the parking-protected bikeway to be installed on Valencia Street, will be clearly marked with cross-hatching and at least 60-inches in width, the recommended buffer width. It was also reviewed by the San Francisco Fire Department. Proposed Project Parking and Traffic Modifications The SFMTA proposes that the SFMTA Board approve the following parking and traffic modifications associated with the BMS Project on Market Street between Octavia Boulevard and Steuart Street:

A. PROHIBITING ENTRY – EXCEPT BUSES, TAXIS, BICYCLES, COMMERICAL VEHICLES, AND EMERGENCY VEHICLES – Market Street between Steuart and 9th streets, (westbound roadway); Market Street between 10th and Main streets (eastbound roadway)

B. PROHIBITING ENTRY – EXCEPT MUNI, AC TRANSIT, TAXIS, BICYCLES, AND EMERGENCY VEHICLES – Market Street, between 12th and 11th streets (eastbound roadway); Market Street, between 9th and 12th streets (westbound roadway)

C. ESTABLISH – RIGHT/LEFT TURN ONLY, EXCEPT BUSES, TAXIS, BICYCLES,

COMMERCIAL VEHICLES, and EMERGENCY VEHICLES – 2nd Street , northbound, at Stevenson Street

D. ESTABLISH – ROAD CLOSURE, EXCEPT BICYCLES, and EMERGENCY VEHICLES – Page Street between Market and Franklin (eastbound and westbound roadways); Bush/Battery Street between Bush and Market streets (southbound roadway)

E. ESTABLISH – MUNI ONLY LANE – Market Street, eastbound, between 10th Street and Main Street; Market Street, westbound, between Beale Street and 8th Street

F. ESTABLISH – MUNI, AC TRANSIT, AND TAXI ONLY LANE – Market Street, eastbound, between Gough Street and 10th Street; Market Street, westbound, between 8th Street and 12th Street;

G. RESCIND – BUS AND TAXI ONLY LANE – Market Street, eastbound, between 12th Street and 3rd Street; Market Street, westbound, between South Van Ness Avenue and 3rd Street

H. ESTABLISH – TOW-AWAY, NO STOPPING ANYTIME – Drumm Street, west side, from California to Market streets (8’-wide bulb-out; removes one southbound general-purpose lane); 4th Street, east side, from Market Street to 17 feet southerly (5’-wide bulb-out; removes 18 feet of white zone); Fell Street, south side, from Market Street to 56 feet westerly (12’-wide bulb-out); 12th Street, west side, from Market Street to 30 feet southerly (14’-wide bulb-out; removes 4 general metered spaces, 002, 004, 006, 008); 12th Street, east side, from Market Street to 26 feet southerly (10’-wide bulb-out); Hayes Street, south side, from Polk Street to 28 feet easterly (removes 1 general metered space, 035)

I. RESCIND –TRUCK LOADING ZONE and ESTABLISH – TOW-AWAY, NO STOPPING ANYTIME – 9th Street, west side, from Market Street to 16 feet southerly (5’-wide bulb-out; removes a 6-wheel commercial space, 002)

J. RESCIND – YELLOW COMMERCIAL METERED SPACE and ESTABLISH – TOW-AWAY, NO STOPPING ANYTIME – Main Street, west side, from Market Street to 30 feet southerly (5’-wide bulb-out; removes 1 yellow commercial metered space, 002); Beale Street, west side, from Market Street to 22 feet southerly (5’-wide bulb-out; removes 1 yellow commercial metered space, 002); 1st Street, east side, from Market Street to 22 feet southerly (5’-wide bulb-out; removes one commercial metered space, 001); Ellis Street, both sides, from Stockton Street to 38 feet westerly (6’-wide bulb-outs; removes two yellow commercial metered spaces, 005 and 004); 11th Street, east side, from 60 feet to 126 feet south of Market Street (mixing zone and curbside boarding island)

K. RESCIND – WHITE PASSENGER ZONE and ESTABLISH – TOW-AWAY, NO STOPPING ANYTIME – 5th Street, east side, from Market Street to 24 feet southerly (6.5’-wide bulb-out); 11th Street, east side, from 126 feet to 227 feet south of Market Street (curbside boarding island)

L. RESCIND – METERED MOTORCYCLE SPACES and ESTABLISH – TOW-AWAY, NO STOPPING ANYTIME – 11th Street, east side, from Market Street to 57 feet southerly

M. ESTABLISH – NO STOPPING EXCEPT BICYCLES and ESTABLISH – BIKE SHARE STATION – Market Street, north side, at Steuart Street (removes 6 general

metered spaces, 002, 004, 006, 008, 010, 012) N. ESTABLISH – TWO-WAY STREET – Spear Street, between Market Street and

Mission Street O. ESTABLISH – ONE-WAY STREET WESTBOUND – Ellis Street, between Market

Street and Cyril Magnin Street (makes Ellis Street one-way westbound for 2 blocks) P. ESTABLISH – NO LEFT TURN EXCEPT MUNI AND BICYCLES – Davis Street,

southbound, at Market Street; Market Street, eastbound, at Sansome/Sutter Streets; Market Street, westbound, at 6th Street; Sansome Street, southbound, at Market Street

Q. ESTABLISH – NO RIGHT TURN EXCEPT BICYCLES, BUSES, TAXIS, AND COMMERCIAL VEHICLES – Mission Street, westbound, at Steuart Street; Main Street, northbound, at Market Street; Drumm Street, southbound, at Market Street; Davis Street, southbound, at Market Street (turn onto Pine Street is still permitted); Fremont Street, northbound, at Market Street; Montgomery/Post Streets, southbound, at Market Street; Hyde/Grove Streets, southbound, at Market Street; 9th Street, northbound, at Market Street

R. ESTABLISH – NO LEFT TURN EXCEPT BUSES AND TAXIS – Fremont Street, northbound, at Market Street

S. ESTABLISH – RIGHT TURN ONLY EXCEPT BICYCLES, BUSES, TAXIS, AND COMMERCIAL VEHICLES – Jones Street, southbound, at Market/McAllister Streets; Market Street, westbound, at Sansome/Sutter Streets

T. ESTABLISH – RIGHT TURN ONLY EXCEPT MUNI – Spear Street, northbound, at Market Street

U. ESTABLISH – NO LEFT TURN EXCEPT BICYCLES, BUSES, TAXIS, AND COMMERCIAL VEHICLES – Mission Street, eastbound, at Steuart Street; Main Street, northbound, at Market Street; Battery/Bush Streets, southbound, at Market Street; Montgomery/Post Streets, southbound, at Market Street

V. ESTABLISH – BICYCLES, BUSES, TAXIS, AND COMMERCIAL VEHICLES ONLY LANE – 2nd Street, northbound, between Stevenson Street and Market Street; Main Street, northbound, from Market Street to 180 feet southerly

W. ESTABLISH – LEFT TURN ONLY EXCEPT MUNI – O’Farrell Street, eastbound, at Market Street

X. ESTABLISH – NO RIGHT TURN EXCEPT BICYCLES – Market Street, westbound, at 8th Street; Market Street, eastbound, at Valencia Street; Market Street, westbound, at Page/Franklin Streets

Y. ESTABLISH – NO RIGHT TURN EXCEPT MUNI, SAMTRANS, AC TRANSIT, AND BICYCLES – Van Ness Avenue, northbound, at Market Street

Z. ESTABLISH – NO RIGHT TURN EXCEPT BICYCLES, MUNI, AND TAXIS – Fell Street, southbound, at Market Street

AA. ESTABLISH – RIGHT LANE MUST TURN RIGHT – Page Street, eastbound, at Franklin Street (becomes a required right turn only)

BB. ESTABLISH – NO LEFT TURN EXCEPT BICYCLES, MUNI, AND TAXIS – 9th Street, northbound, at Market Street; Polk Street, southbound, at Market Street

CC. ESTABLISH – RIGHT TURN ONLY EXCEPT BICYCLES, TAXIS, AND MUNI –Market Street, westbound, at 9th Street

DD. RESCIND – YELLOW COMMERCIAL METERED SPACES and ESTABLISH – TOW-AWAY, NO STOPPING, EXCEPT METERED TRUCK LOADING ZONE, 7 AM TO 6 PM, MONDAY THROUGH SATURDAY – Hayes Street, south side, from 100 feet to 157 feet west of Larkin Street (converts 2 yellow commercial metered spaces to 6-wheel, 011 and 015)

EE. ESTABLISH – TOW-AWAY NO STOPPING, EXCEPT TRUCK LOADING ZONE, 7 AM TO 6 PM, MONDAY THROUGH SATURDAY – 30-MINUTE LIMIT – Stevenson Street, south side, from 295 feet to 351 feet west of 6th Street (extends current loading zone by 16 feet)

FF. ESTABLISH – TOW-AWAY NO STOPPING, EXCEPT METERED TRUCK LOADING ZONE, 7 AM TO 6 PM, MONDAY THROUGH FRIDAY – Main Street, west side, from Mission Street to 47 feet northerly (converts 2 general metered spaces, 062 and 064)

GG. RESCIND – WHITE PASSENGER ZONE and ESTABLISH – TOW-AWAY NO STOPPING, EXCEPT METERED TRUCK LOADING ZONE, 7 AM TO 3 PM, MONDAY THROUGH FRIDAY – 4th Street, east side, from 22 to 42 feet south of Market Street

HH. RESCIND – TOW-AWAY NO PARKING ANYTIME and ESTABLISH – TOW-AWAY NO STOPPING, EXCEPT YELLOW COMMERCIAL ZONE, 30-MINUTE LIMIT, 7 AM TO 6 PM, MONDAY THROUGH FRIDAY – Annie Street, east side, from 22 feet to 88 feet north of Jessie Street (adds three 22-foot loading zones); Stevenson Street, south side, from 616 feet to 657 feet west of 5th Street ( adds a 41-foot loading zone)

II. RESCIND – TOW-AWAY NO PARKING ANYTIME and ESTABLISH – TOW-AWAY NO STOPPING, EXCEPT YELLOW COMMERCIAL ZONE, 30-MINUTE LIMIT, 7 AM TO 6 PM, MONDAY THROUGH SATURDAY – Stevenson Street, south side, from 253 feet to 308 feet west of 5th Street (adds a 55-foot loading zone)

JJ. ESTABLISH – YELLOW COMMERCIAL ZONE, 30-MINUTE LIMIT, 9 AM TO 6 PM, MONDAY THROUGH SATURDAY – Stevenson Street, south side, from 245 feet to 280 feet west of 6th Street (rescinds 1-hour parking and adds a 35-foot loading zone)

KK. ESTABLISH – YELLOW COMMERCIAL ZONE, 30-MINUTE LIMIT, 7 AM TO 6 PM, MONDAY THROUGH FRIDAY – Stevenson Street, south side, from 351 feet to 451 feet west of 6th Street (adds 100-foot long commercial loading zone); Stevenson Street, north side, from 34 feet to 149 feet east of 7th Street (creates 115-foot long commercial loading zone); Stevenson Street, north side, from 193 feet to 253 feet east of 7th Street (creates 60-foot long commercial loading zone)

LL. ESTABLISH – YELLOW COMMERCIAL METERED ZONE, 7 AM TO 6 PM, MONDAY THROUGH FRIDAY – Steuart Street, west side, from 124 feet to 149 feet south of Market Street (a new 25’ yellow commercial metered space); Drumm Street, west side, from 13 feet to 71 feet south of Sacramento Street (converts 3 existing general metered spaces, 025, 027, 029); California Street, south side, from 14 feet to 174 feet west of Drumm Street (converts 8 existing general metered spaces, 001, 003, 005, 007, 009, 011, 013, 015); Taylor Street, east side, from 93 feet to 137 feet north of Golden Gate Avenue (converts 2 general metered spaces, 006 and 008); Golden Gate Avenue,

south side, from 93 feet to 143 feet west of Market Street (converts 2 general metered spaces, 011 and 015); Brady Street, east side, from 10 feet to 70 feet south of Market Street (converts 3 general metered spaces, 001, 003, 005); Gough Street, west side, from 40 feet to 80 feet north of Haight Street (converts 2 general metered spaces, 065 and 067); Gough Street, east side, from Market Street to 60 feet southerly (converts 5 back-in angled metered spaces, 052, 050, 048, 046, 044)

MM. RESCIND – TOW-AWAY NO STOPPING, 7 AM TO 7 PM EVERYDAY ESTABLISH – YELLOW COMMERCIAL METERED ZONE, 7 AM TO 6 PM, MONDAY THROUGH FRIDAY – Montgomery Street, east side, from 20 feet to 204 feet south of Sutter Street (adds 8 new yellow commercial metered spaces);

NN. RESCIND – TOW AWAY NO STOPPING, 7 AM TO 7 PM MONDAY THRU FRIDAY & 11 AM TO 7 PM SATURDAY AND SUNDAY and ESTABLISH – YELLOW COMMERCIAL METERED ZONE, 7 AM TO 6 PM, MONDAY THROUGH FRIDAY – Montgomery Street, east side, from 10 feet to 252 feet south of Bush Street (adds 11 new yellow commercial metered spaces);

OO. RESCIND – PART TIME GENERAL METERED PARKING SPACES and ESTABLISH – YELLOW COMMERCIAL METERED ZONE, 7 AM TO 6 PM, MONDAY THRGOUH FRIDAY – Hyde Street, west side, from 29 feet to 109 feet north of Grove Street (converts 4 part-time general metered spaces, 003, 005, 007, 009); Hyde Street, east side, from 4 feet to 48 feet south of Fulton Street (converts 2 part-time general metered spaces, 020 and 022); Hyde Street, east side, from 79 feet to 123 feet south of Fulton Street (converts 2 part-time general metered spaces, 010 and 012);

PP. RESCIND – BLUE ZONE and ESTABLISH – YELLLOW COMMERCIAL METERED ZONE, 7 AM TO 6 PM, MONDAY THROUGH FRIDAY – Gough Street, west side, from Market Street to 26 feet southerly (converts 1 blue zone)

QQ. RESCIND – GENERAL METERED PARKING and ESTABLISH – YELLLOW COMMERCIAL METERED ZONE, 7 AM TO 6 PM, MONDAY THROUGH FRIDAY – Gough Street, west side, from 26 feet to 76 feet south of Market Street (converts 2 general metered spaces, 049 and 051);

RR. ESTABLISH – YELLOW COMMERCIAL METERED ZONE, 7 AM TO 1 PM, MONDAY THROUGH FRIDAY – Grant Avenue, east side, from 120 feet to 162 feet south of Geary Street (converts 2 general metered spaces, 034 and 036); Golden Gate Avenue, north side, from 39 feet to 78 feet east of Jones Street (converts 2 general metered spaces, 040 and 044); Jones Street, west side, from 70 feet to 133 feet south of Golden Gate Avenue (converts 3 general metered spaces, 017, 019, 021); Grove Street, north side, from 32 feet to 72 feet west of Hyde Street (converts 2 general metered spaces, 010 and 012)

SS. ESTABLISH – YELLOW COMMERCIAL METERED ZONE, 7 AM TO 6 PM, MONDAY THROUGH SATURDAY – Stevenson Street, north side, from 33 feet to 77 feet east of 3rd Street (converts 2 general metered spaces, 170, 172); Hayes Street, south side, from 157 feet to 179 feet west of Larkin Street (converts 1 general metered space, 017); Fell Street, north side, from 61 feet to 165 feet west of Market Street (converts 5 general metered spaces, 008, 010, 012, 014, 016); Page Street, south side, from 90 feet to 132 feet west of Franklin Street (converts 2 general metered spaces, 011 and 013);

Franklin Street, west side, from 45 feet to 111 feet north of Page Street (converts 3 general metered spaces, 005, 007, 011)

TT. RESCINDS – TOW-AWAY NOT STOPPING ANYTIME and ESTABLISH –YELLOW COMMERCIAL METERED ZONE, 7 AM TO 6 PM, MONDAY THROUGH SATURDAY – Cyril Magnin Street, east side, from 22 feet to 88 feet south of Ellis Street (creates three new commercial metered spaces);

UU. ESTABLISH – YELLOW COMMERCIAL METERED ZONE, 9 AM TO 3 PM, MONDAY THROUGH FRIDAY – Davis Street, west side, from 23 feet to 91 feet north of Pine Street (converts 3 general metered spaces, 003, 005, 007)

VV. ESTABLISH – YELLOW COMMERCIAL METERED ZONE, 10 AM TO 6 PM, MONDAY THROUGH SATURDAY – Jessie Street, south side, from 4 feet to 78 feet east of 5th Street (converts 4 general metered spaces, 393, 395, 397, 399)

WW. RESCIND – TOW-AWAY NO PARKING ANYTIME EXCEPT LAW ENFORCEMENT VEHICLES and ESTABLISH – TOW-AWAY, NO PARKING ANYTIME – Stevenson Street, south side, from 7th Street to 375 feet easterly

XX. ESTABLISH – RED ZONE – Steuart Street, west side, from Market Street to 14 feet southerly (extends current red zone by 3 feet)

YY. RESCIND –YELLOW COMMERCIAL METERED ZONE and ESTABLISH –RED ZONE – Spear Street, east side, from 31 feet to 43 feet south of Market Street (removes 1 commercial metered space, 003 for adjacent blue zone); Pine Street, south side, from Market Street to 21 feet westerly (removes 1 yellow commercial metered space, 005); Pine Street, north side, from Market Street to 24 feet westerly (removes 1 yellow commercial metered space, 002);

ZZ. RESCIND –TOW-AWAY NO STOPPING 7 AM TO 7 PM EVERYDAY ESTABLISH – RED ZONE – Montgomery Street, east side, from Sutter Street to 20 feet southerly; Montgomery Street, east side, from Post Street to 20 feet northerly;

AAA. RESCIND –TOW-AWAY NO STOPPING 7 AM TO 7 PM, MONDAY THROUGH FRIDAY & 11 AM TO 7 PM, SATURDAY AND SUNDAY and ESTABLISH –RED ZONE – Montgomery Street, east side, from Bush Street to 10 feet southerly; Montgomery Street, east side, from Sutter Street to 20 feet northerly;

BBB. ESTABLISH – BLUE ZONE – Page Street, south side, from Gough Street to 20 feet easterly (removes 1 general metered space, 039); Gough Street, west side, from Stevenson Street to 20 feet southerly (removes 1 general metered space, 037)

CCC. RESCIND –GREEN METERED SPACE and ESTABLISH –BLUE ZONE – 9th Street, east side, from Mission Street to 21 feet northerly (removes 1 green metered space, 059-G)

DDD. ESTABLISH – WHITE PASSENGER LOADING ZONE AT ALL TIMES – Larkin Street, west side, from 25 feet to 69 feet north of Hayes Street (converts 2 general metered spaces, 003 and 005); Franklin Street, west side, from Page Street to 45 feet northerly (converts 2 general metered spaces, 001 and 003)

EEE. RESCIND – BIKE SHARE STATION and ESTABLISH – WHITE PASSENGER LOADING ZONE AT ALL TIMES – Steuart Street, west side, from 77 feet to 124 feet south of Market Street

FFF. RESCIND –PART-TIME WHITE ZONES and ESTABLISH – WHITE PASSENGER

LOADING ZONE AT ALL TIMES – Steuart Street, west side, from 14 feet to 77 feet south of Market Street

GGG. RESCIND – YELLOW COMMERCIAL METERED SPACES and ESTABLISH – WHITE PASSNEGER LOADING ZONE AT ALL TIMES – Drumm Street, west side, from 6 feet to 68 feet north of California Street (converts 3 commercial metered spaces, 003, 005, 007); 1st Street, west side, from 19 feet to 59 feet south of Market Street (converts 2 commercial metered spaces, 004 and 006); Ellis Street, north side, from 44 feet to 110 feet west of Stockton Street (converts 3 commercial metered spaces, 006, 008, 010); Eddy Street, south side, from 20 feet to 59 feet west of Cyril Magnin Street (converts 2 yellow commercial metered spaces, 001 and 003);

HHH. RESCIND – TOW-AWAY NO STOPPING, 7 AM TO 7 PM EVERYDAY and ESTABLISH – WHITE PASSENGER LOADING ZONE AT ALL TIMES – Montgomery Street, east side, from 20 feet to 65 feet north of Post Street (new 45-foot white zone);

III. RESCIND – TOW-AWAY NO STOPPING ANYTIME and ESTABLISH –WHITE PASSENGER LOADING ZONE AT ALL TIMES – Stevenson Street, north side, from 2nd Street to 20 feet westerly;

JJJ. RESCIND – BLUE ZONE and ESTABLISH – WHITE PASSENGER LOADING ZONE AT ALL TIMES – Ellis Street, south side, from Cyril Magnin to 80 feet easterly (removes 1 blue zone, extends existing white zone);

KKK. RESCIND – GREEN METERED SPACE and ESTABLISH – WHITE PASSENGER LOADING ZONE AT ALL TIMES – Hayes Street, south side, from 80 feet to 100 feet west of Larkin Street (converts 1 green metered space, 009-G);

LLL. ESTABLISH – GREEN METERED PARKING, 30-MINUTE LIMIT, 9 AM TO 6 PM, MONDAY THROUGH FRIDAY – Hayes Street, south side, from 179 feet to 223 feet west of Larkin Street (converts 2 general metered spaces, 019 and 021)

MMM.RESCIND – TOW-AWAY, NO STOPPING, 7 AM TO 9 AM AND 3 PM TO 7 PM, MONDAY THROUGH FRIDAY – Montgomery Street, west side, from Sutter Street to Post Street (converts 12 part-time yellow commercial metered spaces to full time)

NNN. RESCIND – TOW-AWAY, NO STOPPING, 3 PM TO 6 PM, MONDAY THROUGH FRIDAY – Eddy Street, south side, from Mason Street to Cyril Magnin Street (changes meter times for 5 existing yellow commercial metered spaces)

The above items will be implemented as part of Quick Build implementation in early 2020 once all approvals have been made. The sidewalk widening will be done in the form of painted safety zones.

OOO. ESTABLISH – MUNI ONLY LANE – 11th Street, northbound, from Market Street to

134 feet southerly (in the F trackway area); Charles J Brenham Place, southbound, from McAllister to Market Street

PPP. ESTABLISH – CLASS IV CYCLETRACK (ROADWAY LEVEL) – 11th Street, northbound, from Market Street to 222 feet southerly; Valencia Street, northbound, between Market Street and McCoppin Street; Market Street, eastbound, between 11th Street and 10th Street; Market Street, westbound, between Rose Street and Valencia

Street QQQ. ESTABLISH – NO RIGHT TURN EXCEPT MUNI, SAMTRANS, AC TRANSIT,

AND BICYCLES – Van Ness Avenue, southbound, at Market Street; Market Street, both directions, at Van Ness Avenue

RRR. ESTABLISH – RIGHT LANE MUST TURN RIGHT – Market Street, eastbound, between Valencia Street and Gough Street

SSS. ESTABLISH – LEFT TURN ONLY ONTO MARKET STREET – 12th Street, northbound, at Market Street (removes option to go right onto eastbound Market Street or onto Page or Franklin streets)

TTT. ESTABLISH – RIGHT TURN ONLY EXCEPT BICYCLES, TAXIS, AC TRANSIT, AND MUNI – Market Street, eastbound, at 12th Street

UUU. ESTABLISH – LEFT TURN ONLY EXCEPT BICYCLES, BUSES, TAXIS, AND COMMERCIAL VEHICLES – McAllister Street, eastbound, at Jones/Market Streets

VVV. ESTABLISH – TWO-WAY STREET – Jones Street, between Market Street and Golden Gate Avenue

WWW. ESTABLISH – YELLOW COMMERCIAL METERED ZONE, 7 AM TO 6 PM, MONDAY THROUGH SATURDAY – Van Ness Avenue, west side, from 20 feet to 64 feet south of Hickory Street (2 yellow commercial metered spaces, changes to be coordinated with Van Ness BRT removal of curbside stop)

XXX. ESTABLISH – BLUE ZONE – Van Ness Avenue, west side, from Hickory Street to 20 feet southerly (changes associated with Van Ness BRT removal of curbside stop

YYY. RESCIND –YELLOW COMMERCIAL METERED ZONE and ESTABLISH –BLUE ZONE – Ellis Street, north side, from 9 feet to 30 feet west of Powell Street (converts 1 yellow commercial metered space, 104)

ZZZ. RESCIND –RED ZONE and ESTABLISH –BLUE ZONE – Jones Street, east side, from 25 feet to 46 feet north of McAllister Street

The above items will be implemented in a medium-term (1-5 years) timeframe once development and other minor infrastructure projects commence or are close to commencement. AAAA. ESTABLISH – RIGHT TURN ONLY, EXCEPT MUNI AND BICYCLES – Market

Street, eastbound, at Beale Street intersection BBBB. ESTABLISH – CLASS IV CYCLETRACK (SIDEWALK LEVEL) – Market Street,

eastbound, between 8th Street and Steuart Street (narrow sidewalk by 1 to 17 feet while creating an additional 6 to 15 feet of sidewalk-level bikeway, buffers, and curbside stops); Market Street, westbound, between Steuart Street and Hyde Street (establishes 1 to 15 feet of sidewalk narrowing, and an additional 6 to 25 feet of sidewalk-level bikeway, buffers, and curbside transit stops); Market Street, eastbound, between Octavia Street and Van Ness Avenue (narrow sidewalk by 0 to 5 feet while creating an additional 6 to 22 feet of sidewalk-level bikeway, buffers, and curbside stops); Market Street, eastbound, between 10th Street and 8th Street (narrow sidewalk by 0 to 4 feet while creating an additional 12 to 20 feet of sidewalk-level bikeway, buffers, and curbside stops); Market Street, westbound, between Hyde Street and Rose Street (narrow sidewalk by 0 to 8 feet while creating an additional 12 to 22 feet of sidewalk-

level bikeway, buffers, and curbside stops); Market Street, westbound, between Valencia Street and Octavia Street (narrow sidewalk by 0 to 3 feet while creating an additional 10 to 12 feet of sidewalk-level bikeway and buffers)

CCCC. ESTABLISH – CLASS IV CYCLETRACK (ROADWAY LEVEL) – McAllister Street, westbound, between Market Street and Charles J Brenham Place; Charles J Brenham Place, northbound, between Market Street and McAllister Street

DDDD. ESTABLISH – TOW-AWAY, NO STOPPING ANYTIME – Market Street, south side, from Steuart Street to 66 feet westerly (Steuart/Market near side curbside boarding island); Market Street, north side, from 51 feet east of Spear Street to Drumm Street (Drumm/Market near side curbside boarding island); Market Street, south side, from Beale Street to Main Street (Drumm/Market near side curbside boarding island); Market Street, north side, from Front Street to 128 feet easterly (Front/Market near side curbside boarding island); Market Street, south side, from 1st Street to 157 feet westerly (1st/Market near side center lane boarding island); Market Street, south side, from Sansome Street to 145 feet westerly (Sansome/Market far side curbside boarding island); Market Street, north side, from 2nd Street to 172 feet easterly (2nd/Market near side center lane boarding island); Market Street, north side, from 90 feet to 215 feet west of Montgomery Street (mid-block curbside boarding island); Market Street, south side, from 130 feet to 320 feet west of Montgomery Street (mid-block curbside boarding island); Market Street, south side, from 3rd Street to 235 feet westerly (3rd/Market near side center lane boarding island); Market Street, south side, from O’Farrell Street to 197 feet westerly (O’Farrell/Market near side curbside boarding island); Market Street, north side, from 45 feet to 170 feet west of O’Farrell Street (mid-block curbside boarding island); Market Street, south side, from Powell Street to 277 feet easterly (far side center lane boarding island); Market Street, north side, from Powell Street to 5th Street (near side center lane boarding island); Market Street, north side, from 62 feet to 187 feet east of Mason Street (mid-block curbside boarding island); Market Street, south side, from Mason Street to 212 feet westerly (far side curbside boarding island); Market Street, north side, from 72 feet to 197 feet west of 6th Street (mid-block curbside boarding island); Market Street, south side, from 118 feet to 308 west of 6th Street (mid-block curbside boarding island); Market Street, north side, from UN Plaza mid-block crossing to 175 feet easterly (near side center lane boarding island); Market Street, north side, from 87 feet to 227 feet east of UN Plaza mid-block crossing (mid-block curbside boarding island); Market Street, south side, from 167 feet to 292 feet east of UN Plaza mid-block crossing (mid-block curbside boarding island); Market Street, south side, from UN Plaza mid-block crossing to 170 feet westerly (near side center lane boarding island); Market Street, south side, from Gough Street to 107 feet easterly (Gough/Market far side curbside boarding island); Market Street, north side, from Gough Street to 107 feet easterly (Gough/Market near side center lane boarding island); Market Street, both sides, from Van Ness Avenue to 190 feet westerly (Van Ness/Market curbside boarding island); 11th Street, east side, from 154 feet to 222 feet south of Market Street (mid-block curbside boarding island); Market Street, north side, from 40 feet to 160 feet west of 9th Street (far side curbside boarding island); Market Street, south side, from 40 feet to 165 feet east of 9th Street (far side curbside boarding island)

EEEE. ESTABLISH – TOW-AWAY, NO STOPPING ANYTIME – Mason Street, west side, between Turk and Mason streets (conversion of painted safety zone); 6th Street, both sides, from Market Street to 10 feet southerly (matches new sidewalk width previously approved with 6th Street Improvement Project)

FFFF. ESTABLISH – TOW-AWAY, NO STOPPING ANYTIME – Market Street, between Octavia Street and Steuart Street, except where there are designated truck loading zones; McAllister Street, north side, from Jones Street to Charles J Brenham Place (new F loop, transit boarding island, and class IV bikeway; removes 3 general metered spaces, 016, 018, 020)

GGGG. RESCIND –YELLOW COMMERCIAL METERED SPACES and ESTABLISH – TOW-AWAY, NO STOPPING ANYTIME EXCEPT MUNI – Spear Street, east side, from Mission Street to 137 feet northerly (for the Muni 9 San Bruno layover, removes 11 yellow commercial metered spaces, 071, 073, 075, 077, 079, 081, 083, 085, 087, 089, 091)

HHHH. ESTABLISH – NO RIGHT TURN ON RED – Market Street, westbound, at McAllister/Jones/Market Streets intersection (F-loop turning movements)

IIII. ESTABLISH – NO LEFT TURN EXCEPT MUNI AND BICYCLES – Market Street, westbound, at 2nd Street

JJJJ. ESTABLISH – NO LEFT TURN EXCEPT MUNI – McAllister Street, westbound, at Charles J Brenham Place

KKKK. RESCIND – RIGHT TURN ONLY – Charles J Brenham Place, southbound, at Market Street

LLLL. ESTABLISH – TRAFFIC SIGNAL – Market Street at Steuart Street; Market Street, between Powell Street and 4th Street (new mid-block signal); Grove Street, at Hyde Street (becomes part of the Hyde/Market/8th traffic signal)

MMMM. ESTABLISH – CROSSWALK – Market Street at Main Street, east crossing; Market Street at McAllister Street, east crossing; Hyde Street at Grove Street, north crossing; Fell Street at Polk Street; Market Street, between Gough Street and Brady Street, from south sidewalk to curbside transit stop (1 midblock crossing); Market Street, between 12th Street and South Van Ness Avenue, from south sidewalk to curbside transit stop (1 midblock crossing); Market Street, between Franklin Street and Van Ness Avenue, from north sidewalk to paratransit/taxi loading area (1 midblock crossing); Market Street, between Franklin Street and Van Ness Avenue, from north sidewalk to curbside transit stop (1 midblock crossing); Market Street, between Fell Street and Van Ness Avenue, from north sidewalk to paratransit/taxi loading area (1 midblock crossing); Market Street, between Polk Street and Hayes Street, from north sidewalk to paratransit/taxi loading area and curbside transit stop (4 midblock crossings); Market Street, between 9th Street and 8th Street, from south sidewalk to curbside transit stop and tour bus loading area (5 midblock crossings); Market Street, between UN Plaza midblock and 7th Street, from south sidewalk to curbside transit stop (3 midblock crossings); Market Street, between UN Plaza midblock and Charles J Brenham Place, from north sidewalk to curbside transit stop (3 midblock crossings); McAllister Street, between Jones Street and Leavenworth Street, from north sidewalk to curbside transit stop (2 midblock crossings); Market Street, between 7th Street and 6th Street , from south sidewalk to

curbside transit stop (3 midblock crossings); Market Street, between Jones Street and Golden Gate Avenue, from north sidewalk to curbside transit stop (3 midblock crossings); Market Street, between 6th Street and 5th Street, from south sidewalk to curbside transit stop (3 midblock crossings); Market Street, between Mason Street and Cyril Magnin Street, from north sidewalk to curbside transit stop (3 midblock crossings); Market Street, between 4th Street and 3rd Street, from south sidewalk to curbside transit stop (3 midblock crossings); Market Street, between Stockton Street and O’Farrell Street, from north sidewalk to curbside transit stop (3 midblock crossings); Market Street, between 3rd Street and New Montgomery Street, from south sidewalk to curbside transit stop (3 midblock crossings); Market Street, between Kearny Street and Montgomery Street, from north sidewalk to curbside transit stop (3 midblock crossings); Market Street, between 2nd Street and 1st Street, from south sidewalk to curbside transit stop (3 midblock crossings); Market Street, between Sansome Street and Battery Street, from north sidewalk to curbside transit stop (3 midblock crossings); Market Street, between Front Street and Pine Street, from north sidewalk to curbside transit stop (2 midblock crossings); Market Street, between Spear Street and Steuart Street, from south sidewalk to curbside transit stop (1 midblock crossing)

NNNN. ESTABLISH – RAISED CROSSWALK – Brady Street at Market Street; Rose Street at Market Street

OOOO. ESTABLISH – GENERAL METERED PARKING – Valencia Street, east side, between 111 and 133 feet south of Market Street (removes 1 northbound travel lane, but maintains Class IV cycletrack facility, adds a general metered space); Valencia Street, east side, McCoppin Street and 26 feet northerly (removes 1 northbound travel lane, but maintains Class IV cycletrack facility, adds a general metered space);

PPPP. ESTABLISH – WHITE PASSENGER LOADING ZONE AT ALL TIMES – Valencia Street, east side, between 16 to 62 feet south of Market Street (removes 1 northbound travel lane, but maintains Class IV cycletrack facility, adds a 46-foot white zone)

QQQQ. ESTABLISH – TOUR BUS LOADING ZONE ONLY, 5-MINUTE TIME LIMIT – Market Street, south side, from 154 feet to 254 feet west of 8th street

RRRR. ESTABLISH – TOW-AWAY, NO STOPPING, EXCEPT TRUCK LOADING ZONE, 12 AM TO 3 PM AND 7:30 PM TO MIDNIGHT, 30-MINUTE LIMIT – Market Street, north side, from 30 feet to 170 feet west of Steuart Street (140-foot zone at sidewalk level); Market Street, north side, from 46 feet to 191 feet west of Fremont Street (145-foot zone at sidewalk level); Market Street, north side, from 101 feet to 250 feet east of O’Farrell Street (149-foot zone at sidewalk level); Market Street, north side, from 273 feet to 419 feet west of Stockton Street (146-foot zone at sidewalk level); Market Street, north side, from 91 feet to 238 feet east of 6th Street (147-foot zone at sidewalk level); Market Street, north side, from 43 feet to 156 feet east of McAllister Street (113-foot zone at sidewalk level); Market Street, north side, from 105 feet to 225 feet east of 8th Street (120-foot zone at sidewalk level); Market Street, north side, from 210 feet to 361 feet east of 9th Street (151-foot zone at sidewalk level)

SSSS. ESTABLISH – TOW-AWAY, NO STOPPING, EXCEPT TRUCK LOADING ZONE, 12 AM TO 6 AM AND 9:30 AM TO MIDNIGHT, 30-MINUTE LIMIT – Market

Street, south side, from 95 feet to 235 west of Steuart Street (140-foot zone at sidewalk level); Market Street, south side, from Fremont Street to 121 feet easterly (121-foot zone at sidewalk level); Market Street, south side, from 46 feet to 191 feet west of Fremont Street (145-foot zone at sidewalk level); Market Street, south side, from 93 feet to 237 feet east of 2nd Street (144-foot zone at sidewalk level); Market Street, south side, from Grant Avenue to 108 feet easterly (108-foot zone at sidewalk level); Market Street, south side, from 165 feet to 311 feet east of 6th Street (146-foot zone at sidewalk level); Market Street, south side, from 26 feet to 109 feet east of 7th Street (83-foot zone at sidewalk level); Market Street, south side, from 174 feet to 288 feet east of 8th Street (114-foot zone at sidewalk level)

TTTT. ESTABLISH – PARATRANSIT/TAXI ZONE – Market Street, north side, from 47 feet to 221 feet west of Fell Street; Market Street, north side, from 20 feet to 88 feet east of 12th Street; Market Street, north side, from 27 feet to 161 feet east of 10th Street

UUUU. ESTABLISH – YELLOW COMMERCIAL ZONE, 30-MINUTE LIMIT, AT ALL TIMES – Market Street, north side, from Kearny Street to 40 feet easterly

VVVV. ESTABLISH – WHITE PASSENGER LOADING ZONE AT ALL TIMES – Market Street, south side, from 129 feet to 240 feet east of 11th Street

The above items will be implemented with the full capital project of Better Market Street. Project Delivery The project would be delivered in phases. If approved, the SFMTA will implement near-term “Quick Build” improvements in early 2020, including vehicle turn restrictions and road closures, painted safety zones, and extensions of Muni-only lanes. The larger, major capital upgrades would be delivered via a series of contracts managed by Public Works. The first phase of the project, Phase 1A, would encompass improvements between 5th and 8th streets and its anticipated schedule is shown below. Subsequent phases identified are Phase 1B (the F loop) and Phase 2 (2nd to 5th Street) with the schedule for these and subsequent subphases still to be determined. Phase 1A (5th-8th Street) Project Schedule Phase 1A Complete Design Summer 2020 Phase 1A Bid & Award Fall 2020 Phase 1A Notice to Proceed Spring 2021 Phase 1A Construction phase 2021-2023

STAKEHOLDER ENGAGEMENT The Project has had an extensive stakeholder engagement process with five major rounds of outreach since 2011. The focus of each round of outreach is described below.

• May 2011: Solicited input on perceptions of Market Street, project vision and goals, and explained the planning process for the project.

• July 2012: Shared draft conceptual designs and their impacts/trade-offs for public input • July 2013: Shared revised conceptual designs and how they were shaped by public input

• March 2018: Provided overall project update and new sidewalk-level bikeway design, additional details on proposed Muni service plan, F loop, loading, and public realm/urban design for input

• June-August 2019: Provided overall project update, provided more information on the construction schedule for the first phase of the project, sought input on the western variant for Market Street between Hayes and Gough streets.

Outreach Strategies A variety of outreach strategies were implemented to involve stakeholders in the planning and development of the BMS Project including the following.

• Website. A project website, bettermarketstreetsf.org, was established during the planning phase of the project, is regularly updated, and provides a wealth of project information to interested stakeholders.

• Workshops/Open Houses. Each of the five major rounds of outreach included either workshops or open houses to share project information and seek feedback. The format varied based on the type of feedback being sought, with earlier phases of outreach using workshops to engage the public in developing and selecting project alternatives, and later phases being open house-style, focused on providing updates and consulting with the public as the project was already well-defined. More information about these events is available on the BMS website.

• Webinars. Four webinars were held during the planning phase of the project, providing an opportunity for those who were unable to participate in person or preferred to participate online have the chance to review the same project information and provide the same kinds of feedback as those attending the workshops.

• Stakeholder Meetings. The BMS project team has participated extensively in stakeholder meetings, reaching out to organizations to offer project updates customized to their interests.

• Community Working Group. In September 2010, the BMS Project formed a Community Working Group (CWG) from a diverse selection of demographic, geographic and advocacy groups. The CWG meets regularly to hear project updates from the BMS project team and provides a forum for engaging the community and incorporating feedback into the process.

• Turn by Turn Web Map and Plan-View Explorer. The BMS Project team developed and released innovative web tools to help the public understand the project. The Turn by Turn web page (http://sf-better-market-street.interline.io/) allows users to select any origin and destination point on a map. The map then displays existing and future (with project) routes for all modes. This is particularly helpful to visualize how the private vehicle restrictions might change the driving route to and from destinations on or near Market Street. It also helps illustrate that many routes would not change. The Turn by Turn Web Map also displays routing changes associated with the western variant. The Turn by Turn webpage also hosts the Plan-View Explorer, an interactive map that allows you to zoom and scroll to view each block of the proposal. These tools were launched in June 2019 and remain active to continue to provide an easy way for stakeholders to digest some of the more complex aspects of the project and to provide feedback to the project

http://www.bettermarketstreetsf.org/

http://sf-better-market-street.interline.io/

team. • Surveys. Each of the major rounds of outreach included administration of a survey to

seek feedback on key aspects of the project design and help the project team make decisions. Some key messages heard/incorporated into the project are described below and additional documentation is available on the BMS website.

• Mailings. The March 2018 open houses, the release of the Draft EIR, and the release of the Final EIR were announced via direct mail to 12,800 addresses within close proximity of the project limits.

• Merchant loading survey. In Winter 2018/2019, a comprehensive door-to-door merchant loading survey was conducted to ask merchants about their commercial and passenger loading needs. This input was used to inform the proposed curb space changes in the project.

• Sharing project information at events. The BMS Project team joined events to distribute project information, including at farmer’s markets, other city project open houses, and other events.

• Posters in the corridor and on transit vehicles and shelters. During each of the major rounds of outreach, posters advertising upcoming meetings were developed and placed at areas of major visibility within the project corridor including on-street locations and on transit vehicles and shelters.

• Email updates and newsletters. The project has an email list of over 2,800 addresses. Throughout the project’s planning and environmental review phase, email updates were regularly sent to notify about upcoming events, news, and to share project updates.

• Multi-lingual outreach. In order to provide access to those with limited English proficiency, mailings and posters included multi-lingual components, and interpretation was provided upon request for all public events.

• Outreach to people with disabilities. Because the innovative sidewalk-level bikeway design would create novel conditions for people with disabilities to navigate, extensive coordination was conducted with key stakeholders representing people with disabilities including the Mayor’s Office on Disability, Lighthouse for the Blind, and Senior Disability Action. A working group was formed between the Mayor’s Office on Disability, the SFMTA, and SF Public Works to address the ADA components of the conceptual design. The group met regularly for 2 years to reach a consensus design that pleases all three agencies and meets ADA standards. In addition, a research pilot was conducted to seek feedback from people with disabilities on the type of treatment that will be used to separate the bikeway from the pedestrian through-way. Five different treatments were tested by over 60 participants, and the feedback from people with mobility and visual impairments was used to select the treatment that was most preferred by both groups.

Common Themes of Feedback Over the course of the project’s outreach, some of the major transportation areas of feedback have included the following.

• Project vision and goals. There has been very strong support for the project’s vision and goals from a broad cross-section of stakeholders. During the March 2018 open house

round, about 90% of respondents were either very satisfied, satisfied, or mostly satisfied with the BMS project goals, with 66% reporting being very satisfied.

• Separated bikeway. There has been very strong support for the separated bikeway, particularly among existing Market Street bike riders and the San Francisco Bicycle Coalition (SFBC). In general, their feedback has emphasized the need for a safe facility that people of all ages and abilities feel comfortable riding on.

• Vehicle turn restrictions and road closures. Most stakeholders, including SFBC, Walk San Francisco, and the San Francisco Transit Riders (SFTR) as well as many people who ride transit, walk and bike along Market Street have been enthusiastic about the vehicle turn restrictions and road closures, recognizing that the street is so important for people riding transit, walking, and cycling that these modes should receive prioritization on this street. A minority of stakeholders have expressed opposition to these restrictions, noting some people cannot use other modes of transportation, and that these restrictions will create more circuitous vehicular access to some destinations on or near Market Street.

• Muni service and stop changes. A majority of stakeholders reached have been supportive of the proposed Muni service and stop changes. Over 85% of Market Street surface transit riders said they would consider walking longer to a stop if it reduced overall transit times. However, the increase in stop spacing proposed for the center lanes has also been met with some stakeholder concern. While the center lane stops are consistent with typical Rapid stop spacing, some local lines, including the F Market & Wharves, the 9-San Bruno, and the 5-Fulton would also operate in the center lanes, with stops at each BART/Muni Metro station. Transit riders wishing to use these lines and minimize walking could transfer along Market Street to/from one of the lines providing curbside service. Another specific concern raised regarding transit stop spacing was about the lack of center lane transit stops at Fourth Street to facilitate the connection between surface transit and the Central Subway. An option that the SFMTA is currently considering is to have the outbound 5-Fulton and 9-San Bruno lines stop at the curbside stop between O’Farrell and Stockton streets. After the Central Subway begins operation, the SFMTA will collect data on passenger transfer volumes between the existing Fourth Street stops and the Central Subway to gauge how important this transfer is and determine the final stop configuration for this segment of the BMS Project (which would be completed after the Central Subway opens).

• Sidewalk-level loading zones. As discussed earlier, commercial and paratransit loading would be accommodated via sidewalk-level loading zones that would feature a rolled curb and require vehicles to merge across the bikeway to access. Several cyclists expressed some concern with this configuration because of the need for cyclists and loading vehicles to mix. While there are tradeoffs with this design, it is not feasible for paratransit loading to happen into an active bikeway, and therefore this was the only feasible configuration. A more typical configuration, with loading then a buffer followed by the bikeway, would have required more sidewalk space which would constrain pedestrian thru movement along Market Street. Time of day restrictions are proposed to eliminate conflicts between truck loading and people biking during peak hours, 6 to 9:30

AM for southern side (eastbound) of street, and 3 to 7:30 PM for the northern side (westbound).

• Managing conflicts between people bicycling and people walking, including people with disabilities. While there has been strong support from people bicycling and people walking for the project as a whole, an area of focused feedback from these stakeholders has been on ensuring the design is effective in separating these two distinct uses, given that the bikeway will be at sidewalk-level. This is an area that the BMS design team has dedicated significant time to address. A variety of vertical separation elements will separate the pedestrian through zone (space dedicated specifically for walking) from the bikeway including furnishings, signage, and bicycle racks. In addition, the project team hired a world-renowned ADA expert to test various 1- to 3-foot wide ADA-compliant surfaces there would be separate the through zone and the bikeway so that people with limited vision would be able to avoid accidentally crossing into the bikeway. At curbside stops, people waiting for a bus would be separated from the bikeway by railings or shelters. There would be up to 4 designated crossing points at each curbside stop for people to cross the bikeway.

• Pedestrian through-way. Another common comment raised by Walk San Francisco and other stakeholders noted that while the overall sidewalk width will be wider as a result of the project, the pedestrian through zone would be decreased with the project, with some stakeholders concerned that this would not leave adequate width for future pedestrian volumes in the corridor. However, as a part of the EIR, a quantitative analysis of sidewalk crowding was conducted, finding that while the sidewalk width would become more crowded, it would remain adequate to accommodate people walking without resulting in substantial overcrowding or impacting accessibility for people walking.

• F-loop. A variety of stakeholders had specific feedback about the F loop. Stakeholders including the Market Street Railway and Fisherman’s Wharf Community Benefit District are strong supporters of the F loop due to the operational benefits it would provide for the F line as well as its improved access to Fisherman’s Wharf. However, some stakeholders with properties in close proximity to the F loop had concerns that the project team has worked to address. As part of the EIR, a noise and vibration study was conducted, finding no significant impacts with inclusion of mitigation measures to minimize construction noise and vibration. The project team has also worked collaboratively with stakeholders in close proximity to the F loop to make design modifications in response to their feedback including relocating the F line passenger stop from McAllister Street to Charles J. Brenham and exploring additional noise-reducing construction techniques for the F line track.

ALTERNATIVES CONSIDERED A substantial number of cross-sections for the street were considered over the course of the planning phase (2011-2015) and the environmental review phase (2015-2019) of the project. It was challenging to determine the ideal cross-section given the limited right-of-way and the importance of the street for multiple modes. There is not adequate width to provide broad sidewalks, a protected bikeway, and the four lanes of transit needed to operate the level of transit

service that currently operates on the street. During the planning phase, over 17 design concepts were evaluated and three were selected to move forward into the environmental review process. Options explored included relocating the bikeway from Market Street to Mission Street and decreasing the sidewalk width to provide a grade-separated (elevated 2” above roadway level) cycle-track. Partway through the environmental review process, the three alternatives were further refined into one main project alternative. This alternative locates the bikeway at sidewalk-level. This creates the flexibility to move the bikeway from sidewalk-level to street-level in a longer-term future if there was a dramatic change in surface transit provision along Market Street. In addition, as required under CEQA, the project considered alternatives to reduce significant unavoidable environmental impacts identified for the project including three alternatives designed to reduce significant unavoidable impacts related to Cultural Resources and one alternative designed to limit significant and unavoidable noise and transportation/circulation impacts during construction. These alternatives are discussed further in Chapter 6 of the environmental document. FUNDING IMPACT The cost for the entire BMS Project was estimated at $604 million, with Phase 1 construction (Phase 1A and 1B, for the 5th to 8th street segment including the F loop) estimated at $127 million. This estimate was created at the 10% design milestone and is based on unit cost estimations of a typical design and will continue to be refined as engineering on the project progresses. As phases of the project are implemented, and designs for specific segments are refined, this cost is likely to change and will be subject to escalation and market-based factors. As part of the Fiscal Year 2021 – 2023 Capital Improvement Program approved by the Board, a total of $3.3 million was allocated to the Better Market Street Quick Implementation Project from Proposition B Population Based General Funds. To date, the Department of Public Works, the SFMTA and other partners have secured approximately $144 million in funding from the federal BUILD grant program, OBAG, BART, Prop K, the SFMTA’s Prop A General Obligation bond, and other funding sources. These funds will support the completion of the design for Phase 1A and 1B and part of the funding needed for construction. Staff are working as part of the development of the FY 2023 – 2025 Capital Improvement Program to identify a full funding plan for Phase 1 which will come before the SFMTA Board in Spring 2020. There remains a funding gap of $460 million in order to fund the entire Better Market Street project. ENVIRONMENTAL REVIEW San Francisco Public Works is the sponsor agency for the BMS Project in partnership with the San Francisco Municipal Transportation Agency (SFMTA) and other city agencies.

Public Works submitted an environmental review application, dated December 27, 2013, to the San Francisco Planning Department (Planning Department) to initiate the environmental review process. The Planning Department published a Notice of Preparation (NOP) for an Environmental Impact Report (EIR) on January 14, 2015. The Planning Department published the Initial Study and provided public notice of the availability of the Initial Study on March 30, 2016. The Planning Department published the Draft EIR for the proposed project and western variant and provided public notice of the availability of the Draft EIR for public review and comment on February 27, 2019. The San Francisco Planning Commission held a duly noticed public hearing on the Draft EIR on April 4, 2019. At this hearing, opportunity for public comment was given, and public comment was received on the Draft EIR. The Planning Department accepted written public comments on the Draft EIR through April 15, 2019. The Planning Department published the Responses to Comments document on the Draft EIR on September 23, 2019. This document includes responses to both oral and written environmental comments on the Draft EIR and minor changes to the project description. It is anticipated that on October 10, 2019, the Planning Commission will certify the Final EIR. The FEIR identified several significant impacts and mitigation measures associated with the project. Because the FEIR identified significant and unavoidable environmental impacts that cannot feasibly be mitigated to less-than-significant levels, Public Works as the sponsor agency is required to adopt findings under CEQA, including a statement of overriding considerations, and is required to adopt a Mitigation Measure and Reporting Program (MMRP). It is anticipated that on October 11, 2019, Public Works will approve the proposed project with the western variant and adopt the CEQA Findings, including a statement of overriding considerations, and the MMRP. The SFMTA Board of Directors adopts these findings as its own, including the mitigation measures applicable to the proposed project and western variant, M-TR-1: Construction Management Plan – Additional Measures; M-CP-1a: Prepare and Submit Additional Documentation for the Market Street Cultural Landscape District; M-CP-1b: Develop and Implement an Interpretive Program; M-CP-1c: Hold Public Commemorative and Educational Program Series; M-CP-4: Tribal Cultural Resources Interpretive Program; M-NO-1: Prepare and Implement a Construction Noise Control Plan to Reduce Construction Noise at Noise-Sensitive Land Uses; M-NO-3: Nighttime Construction Vibration Control Measures – Annoyance; and M-AQ-1: Off-Road Construction Equipment Emissions Minimization; the SFMTA Board of Directors adopts these mitigation measures as a condition of this approval.

A copy of the Better Market Street FEIR is on file with the Secretary to the SFMTA Board of Directors and may be found in the records of the Planning Department at 1650 Mission Street in San Francisco and are incorporated herein by reference. A link to the documents is noted here: https://sfplanning.org/project/better-market-street-environmental-review-process#about OTHER APPROVALS RECEIVED OR STILL REQUIRED Final SFMTA decisions, whether made by the City Traffic Engineer or the SFMTA Board, can be reviewed by the Board of Supervisors pursuant to Ordinance 127-18. Information about the review process can be found at: https://sfbos.org/sites/default/files/SFMTA_Action_Review_Info_Sheet.pdf The proposed project is not subject to the Board of Supervisors review because the project is a large capital project that is over $600M. Additional federal, local, and Caltrans approvals will be required before construction of the capital project as well as potential Board of Supervisor approvals. If necessary, Caltrans approval will be required before items Y and QQQ can be implemented. No additional approvals are required for near-term implementation elements described above (turn restrictions, side-street loading zone changes and curb management, extension of Muni-only lanes, and painted safety zones). The City Attorney has reviewed this report. RECOMMENDATION Staff recommends that the SFMTA Board of Directors approve the Better Market Street (BMS) Project, including the western variant, a Vision Zero and Muni Forward supporting project; approving various parking and traffic changes, as set forth in Items A through VVVV, associated with the BMS Project including: prohibiting entry on Market Street between Steuart and 9th streets, westbound direction, and between 10th and Main streets, eastbound direction, except for buses, taxis, bicycles, commercial vehicles, and emergency vehicles, and on Market Street between 9th and 12th streets, in the westbound direction, and between 12th and 11th streets, in the eastbound direction, except for Muni, AC transit, taxis, bicycles, and emergency vehicles; implementing turn restrictions on both sides of Market Street; and permanently closing Bush/Battery Street between Bush and Market streets and Page Street between Franklin and Market streets to vehicular traffic except for bicycles and emergency vehicles; implementing Class IV bikeways on Market, 11th, McAllister, and Valencia streets and Charles J Bernham Place; amending the Transportation Code to designate transit-only areas at the following locations: Market Street, eastbound, between 10th and Main streets; Market Street, westbound, between Beale and 8th streets; Market Street, eastbound, between Gough and 10th streets; Market Street, westbound, between 8th and 12th streets; 11th Street, northbound, from Market Street to 134 feet south of Market Street (in F trackway area); 2nd Street, northbound, from Market and Stevenson streets; Main Street, northbound, from Market Street to 180 feet southerly; Charles J Brenham Place,

https://sfbos.org/sites/default/files/SFMTA_Action_Review_Info_Sheet.pdf

southbound, from McAllister to Market Street; and rescind transit-only areas on Market Street, eastbound, between 12th and 3rd streets; and Market Street, westbound, between South Van Ness Avenue and 3rd Street; and adopting findings under the California Environmental Quality Act (CEQA) including adoption of both a Statement of Overriding Considerations and a Mitigation Monitoring and Reporting Program (MMRP).

SAN FRANCISCO MUNICIPAL TRANSPORTATION AGENCY

BOARD OF DIRECTORS

RESOLUTION No. ______________

WHEREAS, Market Street is San Francisco’s busiest street for people walking, cycling, and riding public transit including taxis; approximately 500,000 people walk along Market Street on a given day, there are over 200 Muni vehicles per hour during peak hours and there are 650 bicyclists in the peak direction during rush hour; and

WHEREAS, Market Street has several key transportation needs including a need to improve safety for all modes, transit performance challenges, accessibility challenges, a discontinuous bike facility, and aging infrastructure; and

WHEREAS, The Better Market Street (BMS) Project is a proposed, major capital investment to address these key transportation needs and to beautify the public realm along 2.2 miles of Market Street between Octavia Boulevard and Steuart Street; and

WHEREAS, San Francisco Public Works is the sponsor agency for the BMS Project in partnership with the San Francisco Municipal Transportation Agency (SFMTA) and other city agencies; and

WHEREAS, The Planning Department has determined that prohibiting the entry of vehicles on Market Street between Steuart and 9th streets, in the westbound direction, and Market Street between 10th and Main streets, in the eastbound direction, except for buses, taxis, bicycles, commercial vehicles, and emergency vehicles and on Market Street between 9th and 12th streets, in the westbound direction, and between 12th and 11th streets, in the eastbound direction, except for Muni, AC transit, taxis, bicycles, and emergency vehicles, and other vehicular circulation changes are designed to implement Objective 18 of the City’s General Plan’s Transportation Element pursuant to California Vehicle Code section 21101(f) in order to allow the right-of-way to be allocated for other users of the street, thereby improving safety, prioritizing sustainable transportation modes, providing for loading to support adjacent land uses, and improving Market Street as a civic space; and

WHEREAS, The SFMTA has determined that prohibiting the entry of vehicles on Market Street between Steuart and 9th streets, in the westbound direction, and Market Street between 10th and Main streets, in the eastbound direction, except for buses, taxis, bicycles, commercial vehicles, and emergency vehicles provides for the health and safety of citizens pursuant to California Vehicle Code section 21101(f) because collisions on Market Street are of significant concern because they involve a high number of vulnerable roadway users and Market Street has four of the top 10 intersections for pedestrian- and bicycle-involved collisions in the past five years; and

WHEREAS, SFMTA staff have determined that permanently closing Bush/Battery Street, southbound, between Bush and Market streets and Page Street between Franklin and Market streets to vehicular traffic, except for bicycles and emergency vehicles, is necessary in order to enhance safety and comfort for vulnerable street users and to improve traffic and transit operations in the vicinity since SFMTA staff have determined that the above referenced street segments are no longer needed for vehicular traffic, given the closure of Market Street and associated turn restrictions, pursuant to California Vehicle Code section 21101(a); and WHEREAS, Section 891 of the Streets and Highways Code provides that agencies responsible for the development or operation of bikeways or roadways where bicycle travel is permitted may utilize minimum safety design criteria other than those established by Section 890.6 if the following conditions are met: the alternative criteria are reviewed and approved by a qualified engineer, the alternative criteria is adopted by resolution at a public meeting after public comment and proper notice, and the alternative criteria adheres to the guidelines established by a national association of public agency transportation officials; and

WHEREAS, The protected bikeway proposed as part of the project meets these three

requirements; and WHEREAS, The protected bikeway has been reviewed and approved by a qualified

engineer prior to installation; and WHEREAS, The alternative criteria for the project are to discourage motor vehicles from

encroaching or double parking in the bicycle facility, provide a more inviting and greater sense of comfort for bicyclists, and to provide a greater perception of safety for bicyclists; and

WHEREAS, The project’s alternative criteria adhere to guidelines set by the National Association of City Transportation Officials; and WHEREAS, The SFMTA has proposed the installation of parking and traffic modifications as a part of the BMS Project as follows:

A. PROHIBITING ENTRY - EXCEPT BUSES, TAXIS, BICYCLES, COMMERICAL VEHICLES, AND EMERGENCY VEHICLES – Market Street between Steuart and 9th streets, (westbound roadway); Market Street between 10th and Main streets (eastbound roadway)

B. PROHIBITING ENTRY – EXCEPT MUNI, AC TRANSIT, TAXIS, BICYCLES, AND EMERGENCY VEHICLES – Market Street, between 12th and 11th streets (eastbound roadway); Market Street, between 9th and 12th streets (westbound roadway)

C. ESTABLISH – RIGHT/LEFT TURN ONLY, EXCEPT BUSES, TAXIS, BICYCLES, COMMERCIAL VEHICLES, and EMERGENCY VEHICLES – 2nd Street, northbound, at Stevenson Street

D. ESTABLISH – ROAD CLOSURE, EXCEPT BICYCLES, and EMERGENCY VEHICLES – Page Street between Market and Franklin (eastbound and westbound roadways); Bush/Battery Street between Bush and Market streets (southbound roadway)

E. ESTABLISH – MUNI ONLY LANE – Market Street, eastbound, between 10th Street and Main Street; Market Street, westbound, between Beale Street and 8th Street

F. ESTABLISH – MUNI, AC TRANSIT, AND TAXI ONLY LANE – Market Street, eastbound, between Gough Street and 10th Street; Market Street, westbound, between 8th Street and 12th Street;

G. RESCIND – BUS AND TAXI ONLY LANE – Market Street, eastbound, between 12th Street and 3rd Street; Market Street, westbound, between South Van Ness Avenue and 3rd Street

H. ESTABLISH – TOW-AWAY, NO STOPPING ANYTIME – Drumm Street, west side, from California to Market streets; 4th Street, east side, from Market Street to 17 feet southerly; Fell Street, south side, from Market Street to 56 feet westerly; 12th Street, west side, from Market Street to 30 feet southerly; 12th Street, east side, from Market Street to 26 feet southerly ; Hayes Street, south side, from Polk Street to 28 feet easterly

I. RESCIND –METERED TRUCK LOADING ZONE and ESTABLISH – TOW-AWAY, NO STOPPING ANYTIME – 9th Street, west side, from Market Street to 16 feet southerly

J. RESCIND – YELLOW COMMERCIAL METERED SPACE and ESTABLISH – TOW-AWAY, NO STOPPING ANYTIME – Main Street, west side, from Market Street to 30 feet southerly; Beale Street, west side, from Market Street to 22 feet southerly; 1st Street, east side, from Market Street to 22 feet southerly; Ellis Street, both sides, from Stockton Street to 38 feet westerly; 11th Street, east side, from 60 feet to 126 feet south of Market Street

K. RESCIND – WHITE PASSENGER ZONE and ESTABLISH – TOW-AWAY, NO STOPPING ANYTIME – 5th Street, east side, from Market Street to 24 feet southerly; 11th Street, east side, from 126 feet to 227 feet south of Market Street

L. RESCIND – METERED MOTORCYCLE SPACES and ESTABLISH – TOW-AWAY, NO STOPPING ANYTIME – 11th Street, east side, from Market Street to 57 feet southerly

M. ESTABLISH – NO STOPPING EXCEPT BICYCLES and ESTABLISH – BIKE SHARE STATION – Market Street, north side, at Steuart Street

N. ESTABLISH – TWO-WAY STREET – Spear Street, between Market Street and Mission Street

O. ESTABLISH – ONE-WAY STREET WESTBOUND – Ellis Street, between Market Street and Cyril Magnin Street

P. ESTABLISH – NO LEFT TURN EXCEPT MUNI AND BICYCLES – Davis Street, southbound, at Market Street; Market Street, eastbound, at Sansome/Sutter Streets; Market Street, westbound, at 6th Street; Sansome Street, southbound, at Market Street

Q. ESTABLISH – NO RIGHT TURN EXCEPT BICYCLES, BUSES, TAXIS, AND COMMERCIAL VEHICLES – Mission Street, westbound, at Steuart Street; Main Street, northbound, at Market Street; Drumm Street, southbound, at Market Street; Davis Street, southbound, at Market Street; Fremont Street, northbound, at Market Street;

Montgomery/Post Streets, southbound, at Market Street; Hyde/Grove Streets, southbound, at Market Street; 9th Street, northbound, at Market Street

R. ESTABLISH – NO LEFT TURN EXCEPT BUSES AND TAXIS – Fremont Street, northbound, at Market Street

S. ESTABLISH – RIGHT TURN ONLY EXCEPT BICYCLES, BUSES, TAXIS, AND COMMERCIAL VEHICLES– Jones Street, southbound, at Market/McAllister Streets; Market Street, westbound, at Sansome/Sutter Streets

T. ESTABLISH – RIGHT TURN ONLY EXCEPT MUNI– Spear Street, northbound, at Market Street

U. ESTABLISH – NO LEFT TURN EXCEPT BICYCLES, BUSES, TAXIS, AND COMMERCIAL VEHICLES– Mission Street, eastbound, at Steuart Street; Main Street, northbound, at Market Street; Battery/Bush Streets, southbound, at Market Street; Montgomery/Post Streets, southbound, at Market Street

V. ESTABLISH – BICYCLES, BUSES, TAXIS, AND COMMERCIAL VEHICLES ONLY LANE– 2nd Street, northbound, between Stevenson Street and Market Street; Main Street, northbound, from Market Street to 180 feet southerly

W. ESTABLISH – LEFT TURN ONLY EXCEPT MUNI– O’Farrell Street, eastbound, at Market Street

X. ESTABLISH – NO RIGHT TURN EXCEPT BICYCLES– Market Street, westbound, at 8th Street; Market Street, eastbound, at Valencia Street; Market Street, westbound, at Page/Franklin Streets

Y. ESTABLISH – NO RIGHT TURN EXCEPT MUNI, SAMTRANS, AC TRANSIT, AND BICYCLES– Van Ness Avenue, northbound, at Market Street

Z. ESTABLISH – NO RIGHT TURN EXCEPT BICYCLES, MUNI, AND TAXIS– Fell Street, southbound, at Market Street

AA. ESTABLISH – RIGHT LANE MUST TURN RIGHT– Page Street, eastbound, at Franklin Street

BB. ESTABLISH – NO LEFT TURN EXCEPT BICYCLES, MUNI, AND TAXIS– 9th Street, northbound, at Market Street; Polk Street, southbound, at Market Street

CC. ESTABLISH – RIGHT TURN ONLY EXCEPT BICYCLES, TAXIS, AND MUNI– Market Street, westbound, at 9th Street

DD. RESCIND – YELLOW COMMERCIAL METERED SPACES and ESTABLISH – TOW-AWAY, NO STOPPING, EXCEPT METERED TRUCK LOADING ZONE, 7 AM TO 6 PM, MONDAY THROUGH SATURDAY - Hayes Street, south side, from 100 feet to 157 feet west of Larkin Street

EE. ESTABLISH – TOW-AWAY NO STOPPING, EXCEPT TRUCK LOADING ZONE, 7 AM TO 6 PM, MONDAY THROUGH SATURDAY – 30-MINUTE LIMIT– Stevenson Street, south side, from 295 feet to 351 feet west of 6th Street

FF. ESTABLISH – TOW-AWAY NO STOPPING, EXCEPT METERED TRUCK LOADING ZONE, 7 AM TO 6 PM, MONDAY THROUGH FRIDAY – Main Street, west side, from Mission Street to 47 feet northerly

GG. RESCIND – WHITE PASSENGER ZONE and ESTABLISH – TOW-AWAY NO STOPPING, EXCEPT METERED TRUCK LOADING ZONE, 7 AM TO 3 PM, MONDAY THROUGH FRIDAY – 4th Street, east side, from 22 to 42 feet south of

Market Street HH. RESCIND – TOW-AWAY NO PARKING ANYTIME and ESTABLISH – TOW-

AWAY NO STOPPING, EXCEPT YELLOW COMMERCIAL ZONE, 30-MINUTE LIMIT, 7 AM TO 6 PM, MONDAY THROUGH FRIDAY – Annie Street, east side, from 22 feet to 88 feet north of Jessie Street; Stevenson Street, south side, from 616 feet to 657 feet west of 5th Street

II. RESCIND – TOW-AWAY NO PARKING ANYTIME and ESTABLISH – TOW-AWAY NO STOPPING, EXCEPT YELLOW COMMERCIAL ZONE, 30-MINUTE LIMIT, 7 AM TO 6 PM, MONDAY THROUGH SATURDAY – Stevenson Street, south side, from 253 feet to 308 feet west of 5th Street

JJ. ESTABLISH – YELLOW COMMERCIAL ZONE, 30-MINUTE LIMIT, 9 AM TO 6 PM, MONDAY THROUGH SATURDAY – Stevenson Street, south side, from 245 feet to 280 feet west of 6th Street

KK. ESTABLISH – YELLOW COMMERCIAL ZONE, 30-MINUTE LIMIT, 7 AM TO 6 PM, MONDAY THROUGH FRIDAY – Stevenson Street, south side, from 351 feet to 451 feet west of 6th Street; Stevenson Street, north side, from 34 feet to 149 feet east of 7th Street; Stevenson Street, north side, from 193 feet to 253 feet east of 7th Street

LL. ESTABLISH – YELLOW COMMERCIAL METERED ZONE, 7 AM TO 6 PM, MONDAY THROUGH FRIDAY – Steuart Street, west side, from 124 feet to 149 feet south of Market Street; Drumm Street, west side, from 13 feet to 71 feet south of Sacramento Street; California Street, south side, from 14 feet to 174 feet west of Drumm Street; Taylor Street, east side, from 93 feet to 137 feet north of Golden Gate Avenue; Golden Gate Avenue, south side, from 93 feet to 143 feet west of Market Street; Brady Street, east side, from 10 feet to 70 feet south of Market Street; Gough Street, west side, from 40 feet to 80 feet north of Haight Street; Gough Street, east side, from Market Street to 60 feet southerly

MM. RESCIND – TOW-AWAY NO STOPPING, 7 AM TO 7 PM EVERYDAY and ESTABLISH – YELLOW COMMERCIAL METERED ZONE, 7 AM TO 6 PM, MONDAY THROUGH FRIDAY – Montgomery Street, east side, from 20 feet to 204 feet south of Sutter Street

NN. RESCIND – TOW AWAY NO STOPPING, 7 AM TO 7 PM MONDAY THRU FRIDAY & 11 AM TO 7 PM SATURDAY AND SUNDAY and ESTABLISH – YELLOW COMMERCIAL METERED ZONE, 7 AM TO 6 PM, MONDAY THROUGH FRIDAY – Montgomery Street, east side, from 10 feet to 252 feet south of Bush Street

OO. RESCIND – PART TIME GENERAL METERED PARKING SPACES and ESTABLISH – YELLOW COMMERCIAL METERED ZONE, 7 AM TO 6 PM, MONDAY THRGOUH FRIDAY – Hyde Street, west side, from 29 feet to 109 feet north of Grove Street ; Hyde Street, east side, from 4 feet to 48 feet south of Fulton Street ; Hyde Street, east side, from 79 feet to 123 feet south of Fulton Street

PP. RESCIND – BLUE ZONE and ESTABLISH – YELLLOW COMMERCIAL METERED ZONE, 7 AM TO 6 PM, MONDAY THROUGH FRIDAY – Gough Street, west side, from Market Street to 26 feet southerly

QQ. RESCIND – GENERAL METERED PARKING and ESTABLISH – YELLLOW

COMMERCIAL METERED ZONE, 7 AM TO 6 PM, MONDAY THROUGH FRIDAY – Gough Street, west side, from 26 feet to 76 feet south of Market Street

RR. ESTABLISH – YELLOW COMMERCIAL METERED ZONE, 7 AM TO 1 PM, MONDAY THROUGH FRIDAY – Grant Avenue, east side, from 120 feet to 162 feet south of Geary Street; Golden Gate Avenue, north side, from 39 feet to 78 feet east of Jones Street; Jones Street, west side, from 70 feet to 133 feet south of Golden Gate Avenue; Grove Street, north side, from 32 feet to 72 feet west of Hyde Street

SS. ESTABLISH – YELLOW COMMERCIAL METERED ZONE, 7 AM TO 6 PM, MONDAY THROUGH SATURDAY – Stevenson Street, north side, from 33 feet to 77 feet east of 3rd Street; Hayes Street, south side, from 157 feet to 179 feet west of Larkin Street; Fell Street, north side, from 61 feet to 165 feet west of Market Street; Page Street, south side, from 90 feet to 132 feet west of Franklin Street; Franklin Street, west side, from 45 feet to 111 feet north of Page Street

TT. RESCINDS – TOW-AWAY NOT STOPPING ANYTIME and ESTABLISH –YELLOW COMMERCIAL METERED ZONE, 7 AM TO 6 PM, MONDAY THROUGH SATURDAY – Cyril Magnin Street, east side, from 22 feet to 88 feet south of Ellis Street

UU. ESTABLISH – YELLOW COMMERCIAL METERED ZONE, 9 AM TO 3 PM, MONDAY THROUGH FRIDAY – Davis Street, west side, from 23 feet to 91 feet north of Pine Street

VV. ESTABLISH – YELLOW COMMERCIAL METERED ZONE, 10 AM TO 6 PM, MONDAY THROUGH SATURDAY – Jessie Street, south side, from 4 feet to 78 feet east of 5th Street

WW. RESCIND – TOW-AWAY NO PARKING ANYTIME EXCEPT LAW ENFORCEMENT VEHICLES and ESTABLISH – TOW-AWAY, NO PARKING ANYTIME – Stevenson Street, south side, from 7th Street to 375 feet easterly

XX. ESTABLISH – RED ZONE – Steuart Street, west side, from Market Street to 14 feet southerly

YY. RESCIND –YELLOW COMMERCIAL METERED ZONE and ESTABLISH –RED ZONE – Spear Street, east side, from 31 feet to 43 feet south of Market Street; Pine Street, south side, from Market Street to 21 feet westerly; Pine Street, north side, from Market Street to 24 feet westerly

ZZ. RESCIND –TOW-AWAY NO STOPPING 7 AM TO 7 PM EVERYDAY and ESTABLISH –RED ZONE – Montgomery Street, east side, from Sutter Street to 20 feet southerly; Montgomery Street, east side, from Post Street to 20 feet northerly

AAA. RESCIND –TOW-AWAY NO STOPPING 7 AM TO 7 PM, MONDAY THROUGH FRIDAY & 11 AM TO 7 PM, SATURDAY AND SUNDAY and ESTABLISH –RED ZONE – Montgomery Street, east side, from Bush Street to 10 feet southerly; Montgomery Street, east side, from Sutter Street to 20 feet northerly

BBB. ESTABLISH – BLUE ZONE – Page Street, south side, from Gough Street to 20 feet easterly; Gough Street, west side, from Stevenson Street to 20 feet southerly

CCC. RESCIND –GREEN METERED SPACE and ESTABLISH –BLUE ZONE – 9th Street, east side, from Mission Street to 21 feet northerly

DDD. ESTABLISH – WHITE PASSENGER LOADING ZONE AT ALL TIMES – Larkin

Street, west side, from 25 feet to 69 feet north of Hayes Street; Franklin Street, west side, from Page Street to 45 feet northerly

EEE. RESCIND – BIKE SHARE STATION and ESTABLISH – WHITE PASSENGER LOADING ZONE AT ALL TIMES – Steuart Street, west side, from 77 feet to 124 feet south of Market Street

FFF. RESCIND –PART-TIME WHITE ZONES and ESTABLISH – WHITE PASSENGER LOADING ZONE AT ALL TIMES – Steuart Street, west side, from 14 feet to 77 feet south of Market Street

GGG. RESCIND – YELLOW COMMERCIAL METERED SPACES and ESTABLISH – WHITE PASSNEGER LOADING ZONE AT ALL TIMES – Drumm Street, west side, from 6 feet to 68 feet north of California Street; 1st Street, west side, from 19 feet to 59 feet south of Market Street; Ellis Street, north side, from 44 feet to 110 feet west of Stockton Street; Eddy Street, south side, from 20 feet to 59 feet west of Cyril Magnin Street

HHH. RESCIND – TOW-AWAY NO STOPPING, 7 AM TO 7 PM EVERYDAY and ESTABLISH – WHITE PASSENGER LOADING ZONE AT ALL TIMES – Montgomery Street, east side, from 20 feet to 65 feet north of Post Street

III. RESCIND – TOW-AWAY NO STOPPING ANYTIME and ESTABLISH –WHITE PASSENGER LOADING ZONE AT ALL TIMES – Stevenson Street, north side, from 2nd Street to 20 feet westerly

JJJ. RESCIND – BLUE ZONE and ESTABLISH – WHITE PASSENGER LOADING ZONE AT ALL TIMES – Ellis Street, south side, from Cyril Magnin to 80 feet easterly

KKK. RESCIND – GREEN METERED SPACE and ESTABLISH – WHITE PASSENGER LOADING ZONE AT ALL TIMES – Hayes Street, south side, from 80 feet to 100 feet west of Larkin Street

LLL. ESTABLISH – GREEN METERED PARKING, 30-MINUTE LIMIT, 9 AM TO 6 PM, MONDAY THROUGH FRIDAY – Hayes Street, south side, from 179 feet to 223 feet west of Larkin Street

MMM.RESCIND – TOW-AWAY, NO STOPPING, 7 AM TO 9 AM AND 3 PM TO 7 PM, MONDAY THROUGH FRIDAY – Montgomery Street, west side, from Sutter Street to Post Street (converts 12 part-time yellow commercial metered spaces to full time)

NNN. RESCIND – TOW-AWAY, NO STOPPING, 3 PM TO 6 PM, MONDAY THROUGH FRIDAY – Eddy Street, south side, from Mason Street to Cyril Magnin Street

OOO. ESTABLISH – MUNI ONLY LANE – 11th Street, northbound, from Market Street to 134 feet southerly; Charles J Brenham Place, southbound, from McAllister to Market Street

PPP. ESTABLISH – CLASS IV CYCLETRACK (ROADWAY LEVEL) – 11th Street, northbound, from Market Street to 222 feet southerly; Valencia Street, northbound, between Market Street and McCoppin Street; Market Street, eastbound, between 11th Street and 10th Street; Market Street, westbound, between Rose Street and Valencia Street

QQQ. ESTABLISH – NO RIGHT TURN EXCEPT MUNI, SAMTRANS, AC TRANSIT, AND BICYCLES – Van Ness Avenue, southbound, at Market Street; Market Street, both directions, at Van Ness Avenue

RRR. ESTABLISH – RIGHT LANE MUST TURN RIGHT – Market Street, eastbound, between Valencia Street and Gough Street

SSS. ESTABLISH – LEFT TURN ONLY ONTO MARKET STREET – 12th Street, northbound, at Market Street

TTT. ESTABLISH – RIGHT TURN ONLY EXCEPT BICYCLES, TAXIS, AC TRANSIT, AND MUNI – Market Street, eastbound, at 12th Street

UUU. ESTABLISH – LEFT TURN ONLY EXCEPT BICYCLES, BUSES, TAXIS, AND COMMERCIAL VEHICLES – McAllister Street, eastbound, at Jones/Market Streets

VVV. ESTABLISH – TWO-WAY STREET – Jones Street, between Market Street and Golden Gate Avenue

WWW. ESTABLISH – YELLOW COMMERCIAL METERED ZONE, 7 AM TO 6 PM, MONDAY THROUGH SATURDAY – Van Ness Avenue, west side, from 20 feet to 64 feet south of Hickory Street

XXX. ESTABLISH – BLUE ZONE – Van Ness Avenue, west side, from Hickory Street to 20 feet southerly

YYY. RESCIND –YELLOW COMMERCIAL METERED ZONE and ESTABLISH –BLUE ZONE – Ellis Street, north side, from 9 feet to 30 feet west of Powell Street

ZZZ. RESCIND –RED ZONE and ESTABLISH –BLUE ZONE – Jones Street, east side, from 25 feet to 46 feet north of McAllister Street

AAAA. ESTABLISH – RIGHT TURN ONLY, EXCEPT MUNI AND BICYCLES – Market Street, eastbound, at Beale Street intersection

BBBB. ESTABLISH – CLASS IV CYCLETRACK (SIDEWALK LEVEL) – Market Street, eastbound, between 8th Street and Steuart Street; Market Street, westbound, between Steuart Street and Hyde Street; Market Street, eastbound, between Octavia Street and Van Ness Avenue ; Market Street, eastbound, between 10th Street and 8th Street ; Market Street, westbound, between Hyde Street and Rose Street ; Market Street, westbound, between Valencia Street and Octavia Street

CCCC. ESTABLISH – CLASS IV CYCLETRACK (ROADWAY LEVEL) – McAllister Street, westbound, between Market Street and Charles J Brenham Place; Charles J Brenham Place, northbound, between Market Street and McAllister Street

DDDD. ESTABLISH – TOW-AWAY, NO STOPPING ANYTIME – Market Street, south side, from Steuart Street to 66 feet westerly; Market Street, south side, from Beale Street to Main Street; Market Street, north side, from Front Street to 128 feet easterly; Market Street, south side, from 1st Street to 157 feet westerly; Market Street, south side, from Sansome Street to 145 feet westerly; Market Street, north side, from 2nd Street to 172 feet easterly; Market Street, north side, from 90 feet to 215 feet west of Montgomery Street ; Market Street, south side, from 130 feet to 320 feet west of Montgomery Street; Market Street, south side, from 3rd Street to 235 feet westerly; Market Street, south side, from O’Farrell Street to 197 feet westerly; Market Street, north side, from 45 feet to 170 feet west of O’Farrell Street; Market Street, south side, from Powell Street to 277 feet easterly; Market Street, north side, from Powell Street to 5th Street; Market Street, north side, from 62 feet to 187 feet east of Mason Street; Market Street, south side, from Mason Street to 212 feet westerly; Market Street, north side, from 72 feet to 197 feet west of 6th Street ; Market Street, south side, from 118 feet to 308 west of 6th Street;

Market Street, north side, from UN Plaza mid-block crossing to 175 feet easterly; Market Street, north side, from 87 feet to 227 feet east of UN Plaza mid-block crossing; Market Street, south side, from 167 feet to 292 feet east of UN Plaza mid-block crossing; Market Street, south side, from UN Plaza mid-block crossing to 170 feet westerly (near side center lane boarding island); Market Street, south side, from Gough Street to 107 feet easterly; Market Street, north side, from Gough Street to 107 feet easterly; Market Street, both sides, from Van Ness Avenue to 190 feet; 11th Street, east side, from 154 feet to 222 feet south of Market Street; Market Street, north side, from 40 feet to 160 feet west of 9th Street; Market Street, south side, from 40 feet to 165 feet east of 9th Street

EEEE. ESTABLISH – TOW-AWAY, NO STOPPING ANYTIME – Mason Street, west side, between Turk and Mason streets; 6th Street, both sides, from Market Street to 10 feet southerly

FFFF. ESTABLISH – TOW-AWAY, NO STOPPING ANYTIME – Market Street, between Octavia Street and Steuart Street, except where there are designated truck loading zones; McAllister Street, north side, from Jones Street to Charles J Brenham Place

GGGG. RESCIND –YELLOW COMMERCIAL METERED SPACES and ESTABLISH – TOW-AWAY, NO STOPPING ANYTIME EXCEPT MUNI, Spear Street, east side, from Mission Street to 137 feet northerly

HHHH. ESTABLISH – NO RIGHT TURN ON RED – Market Street, westbound, at McAllister/Jones/Market Streets intersection

IIII. ESTABLISH – NO LEFT TURN EXCEPT MUNI AND BICYCLES – Market Street, westbound, at 2nd Street

JJJJ. ESTABLISH – NO LEFT TURN EXCEPT MUNI – McAllister Street, westbound, at Charles J Brenham Place

KKKK. RESCIND – RIGHT TURN ONLY – Charles J Brenham Place, southbound, at Market Street

LLLL. ESTABLISH – TRAFFIC SIGNAL – Market Street at Steuart Street; Market Street, between Powell Street and 4th Street; Grove Street, at Hyde Street

MMMM. ESTABLISH – CROSSWALK – Market Street at Main Street, east crossing; Market Street at McAllister Street, east crossing; Hyde Street at Grove Street, north crossing; Fell Street at Polk Street; Market Street, between Gough Street and Brady Street, from south sidewalk to curbside transit stop; Market Street, between 12th Street and South Van Ness Avenue, from south sidewalk to curbside transit stop; Market Street, between Franklin Street and Van Ness Avenue, from north sidewalk to paratransit/taxi loading area ; Market Street, between Franklin Street and Van Ness Avenue, from north sidewalk to curbside transit stop ; Market Street, between Fell Street and Van Ness Avenue, from north sidewalk to paratransit/taxi loading area ; Market Street, between Polk Street and Hayes Street, from north sidewalk to paratransit/taxi loading area and curbside transit stop; Market Street, between 9th Street and 8th Street, from south sidewalk to curbside transit stop and tour bus loading area; Market Street, between UN Plaza midblock and 7th Street, from south sidewalk to curbside transit stop; Market Street, between UN Plaza midblock and Charles J Brenham Place, from north sidewalk to curbside transit stop; McAllister Street, between Jones Street and Leavenworth Street,

from north sidewalk to curbside transit stop; Market Street, between 7th Street and 6th Street , from south sidewalk to curbside transit stop ; Market Street, between Jones Street and Golden Gate Avenue, from north sidewalk to curbside transit stop ; Market Street, between 6th Street and 5th Street, from south sidewalk to curbside transit stop ; Market Street, between Mason Street and Cyril Magnin Street, from north sidewalk to curbside transit stop ; Market Street, between 4th Street and 3rd Street, from south sidewalk to curbside transit stop ; Market Street, between Stockton Street and O’Farrell Street, from north sidewalk to curbside transit stop ; Market Street, between 3rd Street and New Montgomery Street, from south sidewalk to curbside transit stop ; Market Street, between Kearny Street and Montgomery Street, from north sidewalk to curbside transit stop ; Market Street, between 2nd Street and 1st Street, from south sidewalk to curbside transit stop ; Market Street, between Sansome Street and Battery Street, from north sidewalk to curbside transit stop ; Market Street, between Front Street and Pine Street, from north sidewalk to curbside transit stop ; Market Street, between Spear Street and Steuart Street, from south sidewalk to curbside transit stop

NNNN. ESTABLISH – RAISED CROSSWALK – Brady Street at Market Street; Rose Street at Market Street

OOOO. ESTABLISH – GENERAL METERED PARKING – Valencia Street, east side, between 111 and 133 feet south of Market Street; Valencia Street, east side, McCoppin Street and 26 feet northerly

PPPP. ESTABLISH – WHITE PASSENGER LOADING ZONE AT ALL TIMES – Valencia Street, east side, between 16 to 62 feet south of Market Street

QQQQ. ESTABLISH – TOUR BUS LOADING ZONE ONLY, 5-MINUTE TIME LIMIT – Market Street, south side, from 154 feet to 254 feet west of 8th street

RRRR. ESTABLISH – TOW-AWAY, NO STOPPING, EXCEPT TRUCK LOADING ZONE, 12 AM TO 3 PM AND 7:30 PM TO MIDNIGHT, 30-MINUTE LIMIT – Market Street, north side, from 30 feet to 170 feet west of Steuart Street; Market Street, north side, from 46 feet to 191 feet west of Fremont Street; Market Street, north side, from 101 feet to 250 feet east of O’Farrell Street; Market Street, north side, from 273 feet to 419 feet west of Stockton Street; Market Street, north side, from 91 feet to 238 feet east of 6th Street; Market Street, north side, from 43 feet to 156 feet east of McAllister Street; Market Street, north side, from 105 feet to 225 feet east of 8th Street; Market Street, north side, from 210 feet to 361 feet east of 9th Street

SSSS. ESTABLISH – TOW-AWAY, NO STOPPING, EXCEPT TRUCK LOADING ZONE, 12 AM TO 6 AM AND 9:30 AM TO MIDNIGHT, 30-MINUTE LIMIT – Market Street, south side, from 95 feet to 235 west of Steuart Street; Market Street, south side, from Fremont Street to 121 feet easterly; Market Street, south side, from 46 feet to 191 feet west of Fremont Street; Market Street, south side, from 93 feet to 237 feet east of 2nd Street; Market Street, south side, from Grant Avenue to 108 feet easterly; Market Street, south side, from 165 feet to 311 feet east of 6th Street; Market Street, south side, from 26 feet to 109 feet east of 7th Street; Market Street, south side, from 174 feet to 288 feet east of 8th Street

TTTT. ESTABLISH – PARATRANSIT/TAXI ZONE – Market Street, north side, from 47 feet to 221 feet west of Fell Street; Market Street, north side, from 20 feet to 88 feet east of

12th Street; Market Street, north side, from 27 feet to 161 feet east of 10th Street UUUU. ESTABLISH – YELLOW COMMERCIAL ZONE, 30-MINUTE LIMIT, AT ALL

TIMES – Market Street, north side, from Kearny Street to 40 feet easterly VVVV. ESTABLISH – WHITE PASSENGER LOADING ZONE AT ALL TIMES – Market

Street, south side, from 129 feet to 240 feet east of 11th Street; and WHEREAS, Final SFMTA decisions, whether made by the City Traffic Engineer or the SFMTA Board, can be reviewed by the Board of Supervisors pursuant to Ordinance 127-18; however, the proposed project is not subject to the Board of Supervisors review because the project is a large capital project that is over $600M; and WHEREAS, In accordance with CEQA, the CEQA Guidelines and Chapter 31 of the San Francisco Administrative Code, the San Francisco Planning Department determined that an Environmental Impact Report (EIR) was required for the Better Market Street project and published a Notice of Preparation (NOP) for an Environmental Impact Report (EIR) on January 14, 2015; and

WHEREAS, The Planning Department published the Initial Study and provided public notice of the availability of the Initial Study on March 30, 2016; and

WHEREAS, The Planning Department published the Draft EIR for the proposed project and western variant and provided public notice of the availability of the Draft EIR for public review and comment on February 27, 2019; and

WHEREAS, The San Francisco Planning Commission held a duly noticed public hearing on the Draft EIR on April 4, 2019, and accepted written comments until April 15, 2019; and

WHEREAS, The Planning Department prepared a response to comments received on environmental issues, and made minor text changes to the Draft EIR in a Responses to Comments document published on September 23, 2019; and

WHEREAS, The San Francisco Planning Commission, on October 10, 2019, certified the Final EIR and found that the contents of said report and the procedures through which the report was prepared, publicized, and reviewed complied with the provisions of CEQA, the CEQA Guidelines and Chapter 31 of the San Francisco Administrative Code, and found that the Final EIR was adequate, accurate and objective, and that the Responses to Comments document contains no significant revisions to the Draft EIR; and

WHEREAS, A copy of the Better Market Street FEIR is on file with the Secretary to the SFMTA Board of Directors, and may be found in the records of the Planning Department at 1650 Mission Street in San Francisco, and are incorporated herein by reference; and WHEREAS, Public Works, the sponsor agency, approved the proposed project with the western variant and adopted the CEQA Findings, including a statement of overriding

considerations, and the Mitigation Measure and Reporting Program (MMRP) on October 11, 2019; and WHEREAS, The public has been notified about the proposed modifications and has been given the opportunity to comment on those modifications through the public hearing process; and, now, therefore, be it RESOLVED, That Final SFMTA decisions, whether made by the City Traffic Engineer or the SFMTA Board, can be reviewed by the Board of Supervisors pursuant to Ordinance 127-18; however, the proposed project is not subject to the Board of Supervisors review because the project is a large capital project that is over $600M; and be it further RESOLVED, The SFMTA Board of Directors has reviewed and considered the Better Market Street Final EIR and record as a whole, and finds that the Better Market Street Final EIR is adequate for the Board’s use as the decision-making body for the actions taken herein; and, be it further

RESOLVED, The SFMTA Board of Directors adopts the Better Market Street Final EIR CEQA findings as its own, including the mitigation measures applicable to the Better Market Street Project and western variant, M-TR-1: Construction Management Plan – Additional Measures; M-CP-1a: Prepare and Submit Additional Documentation for the Market Street Cultural Landscape District; M-CP-1b: Develop and Implement an Interpretive Program; M-CP-1c: Hold Public Commemorative and Educational Program Series; M-CP-4: Tribal Cultural Resources Interpretive Program; M-NO-1: Prepare and Implement a Construction Noise Control Plan to Reduce Construction Noise at Noise-Sensitive Land Uses; M-NO-3: Nighttime Construction Vibration Control Measures – Annoyance; and M-AQ-1: Off-Road Construction Equipment Emissions Minimization; the SFMTA Board of Directors adopts these mitigation measures as a condition of this approval; a copy of the CEQA findings and MMRP are on file with the Secretary to the SFMTA Board of Directors; and, be it further RESOLVED, That the SFMTA Board of Directors adopts the BMS Project, including the western variant, which consists of a separate bikeway, private vehicle restrictions, Muni only lanes, Muni service and stop changes, a new F line loop, and parking and loading changes; and, be it further RESOLVED, That the SFMTA Board of Directors concurs with the Planning Department’s determination that prohibiting the entry of vehicles on Market Street between Steuart and 9th streets, in the westbound direction, and Market Street between 10th and Main streets, in the eastbound direction, except for buses, taxis, bicycles, commercial vehicles, and emergency vehicles and on Market Street between 9th and 12th streets, in the westbound direction, and between 12th and 11th streets, in the eastbound direction, except for Muni, AC transit, taxis, bicycles, and emergency vehicles, and other vehicular circulation changes are designed to implement Objective 18 of the City’s General Plan’s Transportation Element pursuant to California Vehicle Code section 21101(f) in order to allow the right-of-way to be

allocated for other users of the street, thereby improving safety, prioritizing sustainable transportation modes, providing for loading to support adjacent land uses, and improving Market Street as a civic space; and, be it further

RESOLVED, That the SFMTA Board of Directors finds that prohibiting the entry of vehicles on Market Street between Steuart and 9th streets, in the westbound direction, and Market Street between 10th and Main streets, in the eastbound direction, except for buses, taxis, bicycles, commercial vehicles, and emergency vehicles provides for the health and safety of citizens pursuant to California Vehicle Code section 21101(f) because collisions on Market Street are of significant concern because they involve a high number of vulnerable roadway users and Market Street has four of the top 10 intersections for pedestrian- and bicycle-involved collisions in the past five years; and, be it further RESOLVED, That the SFMTA Board of Directors finds that permanently closing Bush/Battery Street, southbound, between Bush and Market streets and Page Street between Franklin and Market streets to vehicular traffic, except for bicycles and emergency vehicles, is necessary in order to enhance safety and comfort for vulnerable street users and to improve traffic and transit operations in the vicinity since SFMTA staff have determined that the above referenced street segments are no longer needed for vehicular traffic, given the closure of Market Street and associated turn restrictions, pursuant to California Vehicle Code section 21101(a); and, be it further RESOLVED, That the SFMTA Board of Directors approves the parking and traffic modifications, as set forth in Items A through VVVV above, as a part of the BMS Project; and be it further RESOLVED, That the SFMTA Board amends Transportation Code Division II to designate transit-only areas at the following locations: Market Street, eastbound, between 10th and Main streets; Market Street, westbound, between Beale and 8th streets; Market Street, eastbound, between Gough and 10th streets; Market Street, westbound, between 8th and 12th streets; 11th Street, northbound, from Market Street to 134 feet south of Market Street (in F trackway area); 2nd Street, northbound, from Market and Stevenson streets; Main Street, northbound, from Market Street to 180 feet southerly; Charles J Brenham Place, southbound, from McAllister to Market Street; and to rescind transit-only areas on Market Street, eastbound, between 12th and 3rd streets; and Market Street, westbound, between South Van Ness Avenue and 3rd Street. I certify that the foregoing resolution was adopted by the San Francisco Municipal Transportation Agency Board of Directors at its meeting of October 15, 2019. ______________________________________ Secretary to the Board of Directors San Francisco Municipal Transportation Agency

RESOLUTION NO.

[Transportation Code - Transit Only Lanes]

Resolution amending Division II of the Transportation Code to designate new

Transit-only lanes on 2nd Street, 11th Street, Charles J. Brenham Place, Main

Street, and Market Street, and eliminate an existing Transit-only lane on Market

Street. NOTE: Additions are single-underline Times New Roman; deletions are strike-through Times New Roman.

The Municipal Transportation Agency Board of Directors of the City and County

of San Francisco enacts the following regulations:

Section 1. Article 600 of Division II of the Transportation Code is hereby

amended by revising Section 601, to read as follows:

SEC. 601. DESIGNATED TRANSIT-ONLY AREAS.

(a) The locations listed in this Section 601 are designated as Transit-

only Areas. Any vehicle operating within a Transit-only Area during times that the

Transit-only Area is enforced is in violation of Transportation Code, Division I, Section

7.2.72 (Driving in Transit-only Area).

* * * *

(24) Market Street, eastbound, between 10th Street and Main

Street, and Market Street, westbound, between Beale Street and 8th Street. Except as to

Municipal Railway vehicles, and authorized emergency vehicles, no vehicle may operate within

Transit-only Areas on Market Street, eastbound, between 10th Street and Main Street and Market

Street, westbound, between Beale Street and 8th Street.

(25) Market Street, eastbound, between Gough Street and 10th

Street, and Market Street, westbound, between 8th Street and 12th Street. Except as to

Municipal Railway and AC Transit vehicles, taxis, and authorized emergency vehicles, no

vehicle may operate within Transit-only Areas on Market Street, eastbound, between Gough

Street and 10th Street and Market Street, westbound, between 8th Street and 12th Street.

(26) 11th Street, northbound, from Market Street to 134 feet south

of Market Street. Except as to Municipal Railway vehicles, and authorized emergency

vehicles, no vehicle may operate within Transit-only Areas on 11th Street, northbound, from

Market Street to 134 feet south of Market Street.

(27) Charles J. Brenham Place, southbound, from McAllister Street

to Market Street. Except as to Municipal Railway vehicles, and authorized emergency

vehicles, no vehicle may operate within Transit-only Areas on Charles J. Brenham Place,

southbound, from McAllister Street to Market Street.

(28) 2nd Street, northbound, from Market Street to Stevenson

Street. Except as to buses, taxicabs, authorized emergency vehicles, bicycles, and commercial

vehicles, no vehicle may operate within Transit-only Areas on 2nd Street, northbound, from

Market Street to Stevenson Street.

(29) Main Street, northbound, from Market Street to 180 feet south

of Market Street. Except as to buses, taxis, authorized emergency vehicles, bicycles, and

commercial vehicles, no vehicle may operate within Transit-only Areas on Main Street,

northbound, from Market Street to 180 feet south of Market Street.

(2430) Other Transit-Only Areas. Except for buses, taxicabs,

vehicles preparing to make a turn, vehicles entering into or exiting from a stopped

position at the curb, and vehicles entering into or exiting from a driveway, no vehicle

may operate in the following Transit-only Areas during the times indicated:

Hours of Operation Street From To All Times 1st St. Market St. Howard St.

3rd St. Townsend St. Market St. 4th St. Market St. Folsom St.

16th St. (Westbound) Third St. Church St. 16th St. (Eastbound) Bryant St. Potrero Ave. 16th St. (Eastbound) Vermont St. Third St.

Bush St. (Eastbound) 151 feet east of Sansome St. Battery St.

Church St. 16th St. Duboce Ave. Clay St. Sansome St. Davis St. Fremont St. Mission St. Market St. Fremont St. (Northbound) Harrison St. Folsom St.

Geary St. Market St. Gough St. Geary Blvd. (Westbound) Gough St. Baker St.

Geary Blvd. (Eastbound) Fillmore St. Gough St.

Geary Blvd. (Eastbound) Baker St. Steiner St.

Geary Blvd. (Eastbound) Masonic Ave. Presidio Ave.

Geary Blvd. Stanyan St. Collins St. Geneva Ave. (Outbound) Delano Ave. 280 Freeway

Overpass Judah St. 20th Ave. La Playa St. Market St. (Eastbound) 12th St. 3rd St. Market St. (Westbound) So. Van Ness Ave. 3rd St. Mission Street. (Northbound) Randall St. Cesar Chavez

St. Mission Street. (Eastbound) 1st Street. Beale Street.

Mission St. (Westbound) Main St. 1st Street.

Mission St. (Westbound) 11th St. South Van Ness

Ave. Mission St. (Southbound) Duboce Ave. Randall St.

O’Farrell St. Stockton St. Grant St. O’Farrell St. Franklin St. Powell St. Otis St. (Outbound) South Van Ness Ave. Duboce Ave. Post St. Gough St. Grant St. Potrero Ave. (Southbound) 25th St. 18th St.

Sacramento St., Drumm St. Front St.

(Westbound) Starr King Way Gough St. Franklin St. Stockton St. Bush St. Market St. Sutter St. Gough St. Kearny St. Taraval St. (Eastbound) 46th Ave. 17th Ave.

Taraval St. (Westbound) 15th Ave. 46th Ave.

6:00 AM – 10:00 AM, Monday – Friday

Bush St. (Eastbound) Montgomery St. Sansome St.

Bush St. (Eastbound) Sansome St. 151 Feet Easterly

7:00 AM – 9:00 AM, Monday – Friday

Mission St. (Eastbound) 11th St. 5th St.

Clay St. (Eastbound) Powell St. Sansome St. Sacramento St. (Westbound) Kearny St. Grant Ave.

7:00 AM-7:00 PM, Monday-Friday Sacramento St. Front St. Kearny St.

7:00 AM-6:00 PM, Monday-Friday

Mission St. (Eastbound) 5th St. 1st St.

Mission St. (Westbound) 1st St. 4th St.

3:00 PM – 8:00 PM, Monday – Friday Bush St. (Eastbound) Montgomery St. Sansome St.

3:30 PM – 7:00 PM, Monday – Friday

Sacramento St. (Westbound) Kearny St. Larkin St.

4:00 PM-6:00 PM, Monday-Friday

Mission St. (Eastbound) 11th St. 5th St.

Mission St. (Westbound) 4th St. 11th St.

3:00 PM-6:00 PM, Monday-Friday

Sutter St. Sansome St. Kearny St. Clay St. (Eastbound) Grant Ave. Sansome St.

3:00 PM-7:00 PM, Monday-Friday Bush St. (Eastbound) Sansome St. 151 feet Easterly

Section 2. Effective Date. This ordinance shall become effective 31 days after

enactment. Enactment occurs when the San Francisco Municipal Transportation

Agency Board of Directors approves this ordinance.

Section 3. Scope of Ordinance. In enacting this ordinance, the San Francisco

Municipal Transportation Agency Board of Directors intends to amend only those words,

phrases, paragraphs, subsections, sections, articles, numbers, letters, punctuation

marks, charts, diagrams, or any other constituent parts of the Transportation Code that

are explicitly shown in this ordinance as additions or deletions in accordance with the

"Note" that appears under the official title of the ordinance.

APPROVED AS TO FORM: DENNIS J. HERRERA, City Attorney By: JOHN I. KENNEDY Deputy City Attorney n:\legana\as2019\2000080\01390781.docx

I certify that the foregoing resolution was adopted by the San Francisco Municipal

Transportation Agency Board of Directors at its meeting of October 15, 2019. Secretary to the Board of Directors San Francisco Municipal Transportation Agency

Attachment C

CEQA Findings

1

ATTACHMENT A

Better Market Street California Environmental Quality Act Findings

SAN FRANCISCO PUBLIC WORKSPREAMBLE

In determining to approve the Project and related approval actions, San Francisco Public Works makes and adopts the following findings of fact and decisions, the Project description and objectives, significant impacts, significant and unavoidable impacts, mitigation measures and alternatives, and a statement of overriding considerations, based on substantial evidence in the whole record of this proceeding and pursuant to the California Environmental Quality Act, California Public Resources Code Sections 21000 et seq. ("CEQA"), particularly Sections 21081 and 21081.5, the Guidelines for Implementation of CEQA, 14 California Code of Regulations Sections 15000 et seq. ("CEQA Guidelines"), Sections 15091 through 15093, and Chapter 31 of the San Francisco Administrative Code ("Chapter 31"). San Francisco Public Works adopts these findings in conjunction with the Approval Actions described in Section I(E), below, as required by CEQA, separate and apart from the Planning Commission's certification of the Project's Final Environmental Impact Report (“EIR”), which the Planning Commission certified prior to adopting these CEQA findings.

These findings are organized as follows:

• Section I provides a description of the proposed Better Market Street project (hereinafter, the“Project”), analyzed in the Final EIR, the environmental review process for the Project, consistencywith City plans and policies, the City approval actions to be taken, and the location and custodianof the records.

• Section II lists the Project's less-than-significant impacts that do not require mitigation.

• Section III identifies potentially significant impacts that can be avoided or reduced to less-than- significant levels through mitigation and describes the disposition of the mitigation measures.

• Section IV identifies significant project-specific or cumulative impacts that would not beeliminated or reduced to a less-than-significant level and describes any applicable mitigationmeasures as well as the disposition of the mitigation measures. The Final EIR identified mitigationmeasures to address these impacts, but implementation of the mitigation measures will not reducethe impacts to a less than significant level.

Sections III and IV set forth findings as to the mitigation measures proposed in the Final EIR. (TheDraft EIR and the Comments and Responses document together comprise the Final EIR.)Attachment B to these CEQA findings contains the Mitigation Monitoring and Reporting Program

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("MMRP"), which provides a table setting forth each mitigation measure listed in the Final Environmental Impact Report that is required to reduce a significant adverse impact.

• Section V identifies the project alternatives that were analyzed in the EIR and discusses the reasons for their rejection and identifies again alternatives that were considered but rejected at the start of the EIR process.

• Section VI sets forth Public Works Statement of Overriding Considerations pursuant to CEQA

Guidelines Section 15093. Attached to these findings as Attachment B is the Mitigation Monitoring and Reporting Program (MMRP) for the mitigation measures that have been proposed for adoption. The MMRP is required by Public Resources Code Section 21081.6 and CEQA Guidelines Section 15091. It provides a table setting forth each mitigation measure listed in the Final EIR that is required to reduce or avoid a significant adverse impact. The MMRP also specifies the agency responsible for implementation of each measure and establishes monitoring actions and a monitoring schedule.

Public Works further finds that, as part of the process of obtaining Project approval, all significant effects on the environment from implementation of the Project have been eliminated or substantially lessened where, and to the extent, feasible. All mitigation measures proposed in the FEIR and MMRP that are within San Francisco Public Works enforcement authority and applicable to the Project are adopted as part of Public Works approval action. PW encourages the San Francisco Municipal Transportation Agency Board of Directors and other governmental agencies with approval actions related to this project to adopt those mitigation measures within its or their own enforcement authority as part of any action of the subject agency.

These findings are based upon substantial evidence in the entire record before the Planning Commission, Public Works and the SFMTA. The references set forth in these findings to certain pages or sections of the Draft Environmental Impact Report (Draft EIR) or Responses to Comments Document (RTC) are for ease of reference and are not intended to provide an exhaustive list of the evidence relied upon for these findings.

SECTION I. The Proposed Better Market Street Project

A. Project Description

The project sponsor, San Francisco Public Works (Public Works), in coordination with the Citywide Planning Division of the San Francisco Planning Department (Planning Department) and the San Francisco Municipal Transportation Agency (SFMTA), proposes to implement the Better Market Street Project (proposed project or project). The proposed project would redesign and provide transportation and streetscape improvements to a 2.2-mile-long corridor.

The project corridor encompasses primarily Market Street between Steuart Street and Octavia Boulevard. It includes portions of streets that intersect Market Street, four off-corridor intersections, and the entirety of Charles J. Brenham Place. The project corridor also includes the portion of Valencia Street between Market Street and McCoppin Street.

3

The project would introduce changes to the roadway configuration as well as private vehicle access, traffic signals, surface transit (including San Francisco Municipal Railway– (Muni-) only lanes, stop spacing and service, stop locations, stop characteristics, a new F-loop, and infrastructure), bicycle facilities, pedestrian facilities, streetscapes, commercial and passenger loading, vehicular parking, and utilities. The project would also change traffic configurations on adjacent streets that intersect Market Street to both the north and the south.

1. The Western Variant

The Western Variant is located along Market Street between Octavia Boulevard and a point approximately 300 feet east of the Hayes and Market Street intersection. The Western Variant seeks improvements beyond those of the proposed project related to pedestrian and bicyclist safety, comfort, and mobility through additional reductions to conflicts between different modes of transportation.

The Western Variant would reduce the number of westbound (outbound) travel lanes on Market Street from two to one between Hayes and 12th streets. The Western Variant would also reduce from two to one the number of eastbound (inbound) travel lanes between 12th and 11th streets. The Western Variant would restrict access to Market Street for all westbound (outbound) private and commercial vehicles between Hayes Street and 12th Street. All commercial vehicles heading westbound on Market Street would be required to turn right at the Hayes/Larkin Street intersection. All commercial and private vehicles heading eastbound (inbound) would be required to turn right or left at the 12th/Franklin/Page Street intersection. Additional turn restrictions are proposed along Market Street at Van Ness and Franklin/Page streets.

The Project, as proposed for approval, includes both the preferred project and the Western Variant.

B. Project Objectives

The project sponsor and project partners developed the following objectives for the proposed project. The following also identifies the basic (i.e., most important) objectives:

Place: Make Market Street the signature sustainable street in San Francisco and the Bay Area by creating a memorable and active identity, with gathering spaces, the ability to promenade, a healthy urban forest, and a vibrant public life.

Provide an accessible sidewalk that identifies Market Street as one of the city’s pre-eminent ceremonial streets (basic objective);

Correct the barriers that Market Street’s existing design poses to accessibility, its lack of accommodation for bicycles, its problems arising from wide paved areas without any dedicated use, and its arboricultural deficiencies;

Maximize the reuse of underutilized street space to encourage the activation of public spaces; and

Use high-quality materials fitting for the city’s pre-eminent ceremonial street.

4

Mobility: Optimize the reliability, safety, efficiency, and comfort of all users of sustainable transportation modes (transit, walking, and cycling) while balancing their respective needs within the physical constraints of the public right-of-way.

Provide facilities that are designed to reduce the number of traffic fatalities, collisions, and severe injuries to the extent feasible (basic objective);

Provide a bicycle facility that is designed to reduce the number of collisions involving bicycles, as much as feasible, from Steuart Street to Octavia Boulevard (basic objective);

Reduce conflicts between transit, taxis, paratransit, commercial vehicles, private vehicles, bicyclists, and pedestrians to the extent feasible (basic objective);

Provide an appropriate pedestrian throughway and improve (i.e., reduce) crossing distances;

Optimize the surface public transit system’s capacity and travel times in the project corridor and vicinity (basic objective); and

Replace infrastructure when nearing the end of its useful life on this section of Market Street to keep people, goods, and City and County of San Francisco (City) services moving (basic objective).

Economic Development: Ensure that all improvements and plans are coordinated with urban redevelopment efforts to foster an economically productive, healthy, and resilient corridor.

Integrate transportation improvements with the Mid-Market revitalization planning effort to improve the economic health and productivity of Market Street (basic objective);

Provide commercial loading zones that do not impede or introduce new barriers to the movement of goods and people along Market Street; and

Support planned housing and job growth in the project corridor, consistent with adopted land-use plans.

C. Environmental Review

Public Works submitted an environmental evaluation application, dated December 27, 2013, to the Planning Department to initiate the environmental review process. The Planning Department published a Notice of Preparation (NOP) for an EIR and notice of public scoping meeting on January 14, 2015. In addition to providing a project description, a map with the project location, and a summary of potential environmental issues related to project implementation, the NOP provided information about the public scoping meeting, which was conducted on February 4, 2015, at the Ground Floor Conference Room, 1455 Market Street, San Francisco. The purpose of this meeting and publication of the NOP was to solicit comments regarding the scope of the EIR. Since publication of the NOP, the project sponsor has continued outreach to stakeholders and continued refinement of the project design to facilitate the environmental review process. The Notice of Availability (NOA) of the Initial Study and the Initial Study prepared for the proposed project were published on March 30, 2016. The Initial Study examined the proposed project to identify its potential effects on the environment. The Initial Study determined the

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following topics did not need to be analyzed in the EIR because they were identified as no impact or less-than-significant impacts: Land Use, Aesthetics, Population and Housing, existing noise levels and airport noise, objectionable odors affecting substantial numbers of people under Air Quality, Greenhouse Gas Emissions, creation of new shadows that substantially affect outdoor recreation facilities or other public areas under Wind, Recreation, Utilities and Service Systems, Public Services, Biological Resources, Geology and Soils, Hydrology and Water Quality, Hazards and Hazardous Materials, Mineral and Energy Resources and Agricultural Resources. The Initial Study found that impacts on archaeological resources would be less than significant with implementation of mitigation. Refinements to the proposed project occurred after the Initial Study, including, but not limited to, the proposed excavation at Second and Stevenson streets (discussed in Chapter 2 of the Draft EIR, Project Description), and had the potential to affect archaeological resources beyond the extent to which they were considered in the 2016 Initial Study. A discussion of impacts on archaeological resources was included in the Draft EIR and Public Works Standard Construction Measures, along with Standard Archaeological Measure II, Monitoring, will be incorporated into Better Market Street construction contracts. Therefore, the proposed project’s impact on archeological resources would be less than significant. The Draft EIR (or “DEIR”) fully and separately evaluates the proposed project and the Western Variant and analyzes significant effects that could result from the proposed project. As explained in section 15002(g) of the CEQA Guidelines, a significant effect on the environment is defined as a substantial adverse change in the physical conditions that exist in the area affected by a project. Pre-project environmental conditions (the environmental baseline) are considered in determining impact significance. The Draft EIR was circulated for review and comment by the public and other interested parties, agencies, and organizations for 47 calendar days. The review period began on February 28, 2019, and closed on April 15, 2019. The Planning Commission Hearing was held on April 4, 2019 at City Hall, 1 Dr. Carlton B. Goodlett Place, Room 400. The State Natural Resources Agency adopted the final text to an update to the CEQA Guidelines on December 28, 2018. The planning department issued an initial study for this project March 30, 2016, nearly three years prior to the CEQA Guidelines updates. The Planning Department determined that the analyses in the draft EIR, including the initial study, substantively address all topics and questions in the updated CEQA Guidelines. Therefore, the Planning Department found it unnecessary in most places to change the language in the EIR to reflect the updated CEQA Guidelines. Following the close of the public review period, the City prepared a document entitled “Responses to Comments,” which contains a copy of all comments on the Draft EIR, the City’s responses to those comments, copies of the letters received, a transcript of the planning commission’s public hearing on the Draft EIR, and any necessary revisions to the Draft EIR. The Draft EIR, along with the responses to written and oral substantive comments received during the review period, make up the Final EIR (or “FEIR”) and will be considered by the Planning Commission and Board of Supervisors, on appeal if an appeal is filed, in making the decision whether the Final EIR should be certified. The Final EIR was published September 23, 2019 for public review more than 10 days prior to its certification hearing (CEQA Guidelines section 15088(b)) at the Planning Commission on October

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10, 2019. The Planning Commission considered the documents, found them to be adequate, and certified the Final EIR at its advertised public meeting.

D. Consistency with San Francisco Plans and Policies

San Francisco Planning Code and Zoning Map Section 203 of the San Francisco Planning Code (Planning Code) states that the Planning Code shall not limit the construction, installation or operations by any public agency of any street or transportation line, or of incidental appurtenances to any of the foregoing when located in a street, alley, or other right-of-way. The modifications proposed for the streets and sidewalks within the Project corridor, as well as portions of UN and Hallidie plazas, would occur within the existing operational public right-of-way and would therefore not be subject to the Planning Code and require variances, special authorizations, or changes to the Planning Code or Zoning Map. Modifications on those portions of UN and Hallidie plazas that are owned by the City (and not part of the dedicated public right-of-way) are zoned as Public and are subject to the Planning Code and Zoning Map. However, because the proposed uses at UN and Hallidie plazas would continue the current land uses at these locations and other changes would generally be consistent with the Public designation, modifications to the plazas are not anticipated to require variances, special authorizations, or changes to the Planning Code or Zoning Map. San Francisco General Plan The San Francisco General Plan (General Plan), which provides general policies and objectives to guide land use decisions, contains some policies that relate to physical environmental issues. The General Plan contains 10 elements (Commerce and Industry, Recreation and Open Space, Housing, Community Facilities, Urban Design, Environmental Protection, Transportation, Air Quality, Community Safety, and Arts) that set forth goals, policies and objectives for the physical development of the City. The compatibility of the Proposed Project with General Plan policies that do not relate to physical environmental issues will be considered by decision-makers as part of certain decisions related to the Proposed Project. Proposition M – The Accountable Planning Initiative In November 1986, the voters of San Francisco approved Proposition M, the Accountable Planning Initiative, which added Section 101.1 to the Planning Code to establish eight Priority Policies. These policies, and the topics of the Evaluation of Environmental Effects addressing the environmental issues associated with the policies, are: (1) preservation and enhancement of neighborhood-serving retail uses; (2) protection of neighborhood character (Question 1c, Land Use); (3) preservation and enhancement of affordable housing (Question 3b, Population and Housing, with regard to housing supply and displacement issues); (4) discouragement of commuter automobiles (Questions 5a, b, f, and g, Transportation and Circulation); (5) protection of industrial and service land uses from commercial office development and enhancement of resident employment and business ownership (Question 1c, Land Use); (6) maximization of earthquake preparedness (Questions 14 a-d, Geology, Soils, and Seismicity); (7) landmark and historic building preservation (Question 4a, Cultural Resources); and (8) protection of open space (Questions 9a and b, Wind and Shadow, and Questions 10a and c, Recreation). Prior to issuing a permit for any project that requires an Initial Study under CEQA, and prior to issuing a permit for any demolition, conversion, or change of use, and prior to taking any action that requires a finding of consistency with the General Plan, the City is required to find that the project or

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legislation would be consistent with the Priority Policies. The compatibility of the Proposed Project with Proposition M objectives and policies that do not relate to physical environmental issues will be considered by decision-makers as part of certain decisions related to the Proposed Project. Any potential conflicts identified as part of the process would not alter the physical environmental effects of the Proposed Project. Additional City Plans and Policies Additional City policies, plans, and programs that encompass parts of the Project area or are applicable to the Proposed Project include the San Francisco Bicycle Plan, Better Streets Plan, Complete Streets Policy (Public Works Code Section 2.4.13), Vision Zero SF (the City’s road safety policy), Transit First Policy (Charter Section 8A.115), Climate Action Plan For San Francisco, San Francisco County Transportation Authority’s Congestion Management Program, and Advanced Technology/Information Systems Transit Signal Priority (SFgo). The compatibility of the Proposed Project with the above policies, plans and programs that do not relate to physical environmental issues will be considered by decision-makers as part of certain decisions related to the Proposed Project. Any potential conflicts identified as part of the process would not alter the physical environmental effects of the Proposed Project. Regional Plans and Policies The five principal regional planning agencies and their over-arching policy-plans to guide planning in the nine-county bay area include the Association for Bay Area Governments’ (ABAG’s) Projections 2013, the Bay Area Air Quality Management District’s (BAAQMD’s) Bay Area 2010 Clean Air Plan (2010 Clean Air Plan), the Metropolitan Transportation Commission’s Regional Transportation Plan – Transportation 2035, the San Francisco Regional Water Quality Control Board’s San Francisco Basin Plan, and the San Francisco Bay Conservation and Development Commission’s San Francisco Bay Plan. Many of these plans and policies include programs and policies related to the implementation of projects and improvements intended to better manage and improve various transportation modes within the existing City right-of-way. Because of the constraints of the existing public right-of-way, the City balances the needs of all transportation modes that share the right-of-way including bicycles, pedestrians, transit, and vehicles. Conflicts between plans that focus on a particular mode within the City right-of-way may arise. However, many of the plans and policies include language that indicates that implementation of programs or capital improvements would be coordinated with Public Works improvements, including the Proposed Project.

E. Approval Actions

Project implementation would require numerous federal, state, and local reviews, permits, and approvals. Federal approval would also require environmental review pursuant to the National Environmental Policy Act. Project implementation also may involve consultation with, or require approvals by, state and local regulatory agencies, including:

San Francisco Public Works

San Francisco Municipal Transportation Agency Board of Directors

San Francisco Board of Supervisors

San Francisco Planning Department

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San Francisco Historic Preservation Commission

San Francisco Public Utilities Commission

San Francisco Capital Planning Committee

San Francisco Arts Commission

San Francisco Transportation Advisory Staff Commission

San Francisco County Transportation Authority Board

California Department of Transportation

San Francisco Bay Area Rapid Transit District

Metropolitan Transportation Commission

California Public Utilities Commission

F. Contents and Location of Record

The record upon which all findings and determinations related to the Project consists of those items listed in Public Resources Code section 21167.6, subdivision (e), including but not limited to the following documents, which are incorporated by reference and made part of the record supporting these findings:

The NOP and all other public notices issued by the Planning Department or Commission in conjunction with the Project.

The FEIR and all documents referenced in or relied upon by the EIR. (The references in these findings to the FEIR include the DEIR, the RTC, and the Initial Study.)

The MMRP for the Project.

All findings, resolutions, and other approvals adopted by the Planning Commission, Public Works, and SFMTA Board in connection with the Project, and all documents cited or referred to therein.

All information relating to the FEIR, the Project, and the alternatives set forth in the FEIR or these CEQA findings.

All information provided by the public, including the proceedings of the public hearings on the adequacy of the DEIR and the transcripts of the hearings, including the Planning Commission hearing on April 4, 2019, and written correspondence received by Planning Department staff during the public comment period of the DEIR.

All information and documents included on the website prepared for the Project, which are available at the following link: http://bettermarketstreetsf.org

Public Works has relied on all the documents listed above in reaching its decision on the Project, even if not every document was formally presented to it.

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The public hearing transcript, a copy of all letters regarding the DEIR received during the public review period, the administrative record, and background documentation for the FEIR, as well as additional materials concerning approval of the Project and adoption of these findings are contained in the Project files which are available by contacting Jonas P. Ionin, Director of Commission Affairs, the Custodian of Records for the Planning Department, at 1650 Mission Street, Suite 400, San Francisco, CA 94103, or the Custodian of Records for Public Works, David Steinberg, Public Works Executive Assistant to the Director, at San Francisco City Hall, Room 348 - 1 Dr. Carlton B. Goodlett Place, San Francisco, CA 94102, and the Custodian of Records for SFMTA, Roberta Boomer, SFMTA Board Secretary, at 1 South Van Ness, 7th Floor, San Francisco, CA 94103. All files have been available to Public Works and the public for review in considering these findings and whether to approve the Project.

SECTION II. Less-than-significant impacts that do not require mitigation

Under CEQA, no mitigation measures are required for impacts that are less than significant. (Pub. Resources Code, § 21002; CEQA Guidelines, §§ 15126.4, subd. (a)(3), 15091.) Based on substantial evidence in the whole record of this proceeding, Public Works agrees that implementation of the Project will not result in any project specific or cumulative significant impacts in the following areas and that these impact areas, therefore, do not require mitigation. In some instances, the Project would have no impact in a particular area; these instances are denoted below by "NI" for no impact. A. Cultural Resources

1. Impact CP-1.A. The proposed project and project variant would not cause a substantial adverse change in the significance of the Market Street Cultural Landscape District as San Francisco’s main circulation artery and facilitator of urban development.

2. Impact CP-1.B. The proposed project and project variant would not cause a substantial adverse change in the significance of the Market Street Cultural Landscape District as a venue for civic engagement in San Francisco.

3. Impact CP-2. The proposed project and project variant would not cause a substantial adverse change in the significance of a historic district considered to be a historical resource, as defined in section 15065.5.

4. Impact CP-3. The proposed project and project variant would not cause a substantial adverse change in the significance of a building, structure, or object considered to be a historical resource, as defined in section 15064.5.

5. Impact CP-4. The proposed project and project variant’s vibration impacts on built resources caused by construction activities would not result in a substantial adverse change in the significance of a historical resource, as defined in section 15064.5.

6. Impact CP-5. The proposed project and project variant would not result in vibration impacts on built resources caused by operations resulting in a substantial adverse change in the significance of a historical resource, as defined in section 15064.5.

7. Impact CP-6. The proposed project and project variant would not cause a substantial adverse change in the significance of an archaeological resource, as defined in section 15064.5.

8. Impact CP-7. The proposed project and project variant would not disturb human remains, including those interred outside of formal cemeteries.

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9. Impact C-CP-2. The proposed project and project variant, in combination with past, present, and reasonably foreseeable future projects in the city, would not result in a significant cumulative impact on archaeological resources.

10. Impact C-CP-3. Construction-related vibration caused by the proposed project and project variant, in combination with past, present, and reasonably foreseeable future projects in the city, would not result in a cumulative impact on historic architectural resources.

B. Transportation and Circulation 1. Impact TR-2. The proposed project and project variant would not cause substantial additional

VMT or induced automobile travel. 2. Impact TR-3. The proposed project and project variant would not create major traffic hazards 3. Impact TR-4. The proposed project and project variant would not result in a substantial

increase in delays or operating costs such that significant adverse impacts on local or regional transit would occur.

4. Impact TR-5. The proposed project and project variant would not create hazardous conditions for people walking, or otherwise interfere with accessibility for people walking to the site or adjoining areas.

5. Impact TR-6. The proposed project and project variant would not result in potentially hazardous conditions for bicyclists, or otherwise interfere with bicycle accessibility to the project site or adjacent areas.

6. Impact TR-7. The proposed project and project variant would not result in a reduction in on-street commercial and passenger loading supply such that loading demand during the peak hour of loading activities would not be accommodated with the loading supply

7. Impact TR-8. The proposed project and project variant would not result in a reduction in on-street parking supply such that a substantial parking deficit would occur.

8. Impact TR-9. The proposed project and project variant would not result in inadequate emergency vehicle access.

9. Impact C-TR-2. The proposed project and variant, in combination with past, present, and reasonably foreseeable future projects, would not contribute considerably to significant cumulative impacts related to VMT

10. Impact C-TR-3. The proposed project and project variant, in combination with past, present, and reasonably foreseeable future projects, would not result in significant cumulative impacts related to major traffic hazards.

11. Impact C-TR-5. The proposed project and project variant, in combination with past, present, and reasonably foreseeable future projects, would not result in significant cumulative impacts on people walking.

12. Impact C-TR-6. The proposed project and project variant, in combination with past, present, and reasonably foreseeable future projects, would not result in significant cumulative bicycle impacts.

13. Impact C-TR-7. The proposed project and project variant, in combination with past, present, and reasonably foreseeable future projects, would not contribute considerably to significant cumulative loading impacts.

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14. Impact C-TR-8. The proposed project and project variant, in combination with past, present, and reasonably foreseeable future projects, would not result in significant cumulative impacts related to parking.

15. Impact C-TR-9. The proposed project and project variant, in combination with past, present, and reasonably foreseeable future projects, would not result in significant cumulative emergency access impacts.

C. Noise and Vibrations 1. Impact NO-2. Operation of the proposed project and project variant would not result in the

exposure of persons to or generation of noise levels in excess of the San Francisco Noise Ordinance or a substantial temporary, periodic, or permanent increase in ambient noise levels in the project vicinity, above levels existing without the project.

2. Impact NO-4. Operation of the proposed project and project variant would not expose persons to or generate excessive groundborne vibration levels related to annoyance. Operation of the project would not generate excessive ground-borne vibration levels related to damage to buildings.

3. Impact C-NO-2. Operation of the proposed project and project variant, in combination with other past, present, and reasonably foreseeable future projects in the city, would not result in the exposure of persons to noise in excess of the applicable local standards or a substantial permanent ambient noise level increase in the project vicinity.

4. Impact C-NO-3. Construction and operation of the proposed project and project variant, in combination with past, present, and reasonably foreseeable future projects, would not result in significant cumulative impacts related to vibration.

D. Air Quality 1. Impact AQ-2. Operation of the proposed project and project variant would not result in

emissions of criteria pollutants at levels that would violate an air quality standard or contribute to an existing air quality violation.

2. Impact C-AQ-2. The proposed project and project variant’s operation, in combination with other past, present, and reasonable future projects, would not contribute to cumulative regional air quality impacts

E. Wind 1. Impact WS-1. The proposed project and project variant would not alter wind in a manner

that would substantially affect public areas.

2. Impact C-WS-1. The proposed project and project variant, in combination with past, present, and reasonably foreseeable future projects, could alter wind in a manner that would substantially affect public areas. However, the proposed project’s contribution would not be cumulatively considerable.

SECTION III. Potentially significant project-specific and cumulative impacts that can be avoided or reduced to less-than-significant levels with mitigation

Public Resources Code section 21002 provides that “public agencies should not approve projects as proposed if there are feasible alternatives or feasible mitigation measures available which would

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substantially lessen the significant environmental effects of such projects[.]” The same statute provides that the procedures required by CEQA “are intended to assist public agencies in systematically identifying both the significant effects of projects and the feasible alternatives or feasible mitigation measures which will avoid or substantially lessen such significant effects.” The EIR presents a cumulative impact analysis only where the proposed project, under baseline plus project conditions, would result in a less-than-significant or significant impact. The EIR does not present a cumulative impact analysis if the proposed project, under baseline plus project conditions, would result in no impact. This section presents those significant project-specific and cumulative impacts that can be avoided or reduced to less-than-significant levels with mitigation and describes the mitigation measures that accomplish this.

A. Cultural Resources 1. Impact CP-8. The proposed project and project variant would result in a substantial adverse change in the significance of a Tribal Cultural Resource as defined in Public Resources Code section 21074. Mitigation Measure M-CP-4: Tribal Cultural Resources Interpretative Program. If the Environmental Review Officer (ERO) determines that a significant archeological resource is present and, in consultation with the affiliated Native American tribal representatives, the ERO determines that the resource constitutes a tribal cultural resource (TCR) that could be adversely affected by the proposed project, the proposed project shall be redesigned so as to avoid any adverse effect on the significant TCR, if feasible. If the ERO determines that preservation in place of the TCR is both feasible and effective, then the archeological consultant shall prepare an archeological resource preservation plan (ARPP). Implementation of the approved ARPP by the archeological consultant shall be required when feasible. If the ERO, in consultation with the affiliated Native American tribal representatives and the project sponsor, determines that preservation in place for the TCR is not a sufficient or feasible option, the project sponsor shall implement an interpretive program for the TCR in consultation with affiliated tribal representatives. An interpretive plan produced in consultation with the ERO and affiliated tribal representatives, at a minimum, would be required to guide the interpretive program. The plan shall identify, as appropriate, proposed locations for installations or displays, the proposed content and materials for those displays or installations, the producers or artists of the displays or installations, and a long- term maintenance program. The interpretive program may include artist installations, preferably by local Native American artists; oral histories with local Native Americans; artifacts, displays, and interpretation; and educational panels or other informational displays.

For the reasons specified in the DEIR on page 4.A-92, this mitigation measure would reduce the impact to a less than significant level.

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B. Noise and Vibration

Project Specific Impacts

1. Impact NO-1. Construction of the proposed project and project variant would generate noise levels in excess of standards or result in substantial temporary increase in ambient noise levels. Mitigation Measure M-NO-1: Prepare and Implement a Construction Noise Control Plan to Reduce Construction Noise at Noise-Sensitive Land Uses. The project sponsor shall develop a noise control plan to reduce construction noise to levels at or below the 90 dBA Leq combined noise standard during daytime hours and reduce noise increases over ambient levels from construction activity to 10 dB or less at noise-sensitive receptor locations. The noise control plan shall also address measures to minimize sleep disturbance at adjacent residential uses where nighttime work is required such that noise levels do not exceed 80 dBA Leq during nighttime hours at residential uses. Implementation of these measures will reduce noise by maximizing the distance between construction sources and receptors, providing shielding between sources and receptors, and limiting when noise-generating construction activity will occur. The noise control plan shall require the following:

• Construction contractors shall specify noise-reducing construction practices that will be employed to reduce construction noise from construction activities. The measures shall be reviewed and approved by Public Works prior to the issuance of construction permits. Measures that can be used to limit noise include, but are not limited to, those listed below.

• Locate construction equipment as far as feasible from noise-sensitive uses. • Require that all construction equipment powered by gasoline or diesel engines have sound

control devices that are at least as effective as those originally provided by the manufacturer and that all equipment be operated and maintained to minimize noise generation.

• Prohibit idling of inactive construction equipment for prolonged periods (i.e., more than 2 minutes).

• Prohibit gasoline or diesel engines from having unmuffled exhaust systems. • Equipment and trucks used for project construction shall utilize the best available noise

control techniques (e.g., improved mufflers, equipment redesign, intake silencers, ducts, engine enclosures, acoustically attenuating shields or shrouds) wherever feasible.

• Monitor the effectiveness of noise attenuation measures by taking noise measurements. A plan for noise monitoring shall be provided to the City for review prior to the commencement of each construction stage.

• Prohibit pavement breaking during nighttime hours (between 10 p.m. and 7 a.m.). • Minimize equipment noise during nighttime hours within 100 feet of the nearest residential

use. • Use noise-reducing enclosures or curtains around equipment that has the potential to disturb

nearby land uses. • Impact tools (e.g., jack hammers, pavement breakers, rock drills) used for project

construction shall be “quiet” gasoline-powered compressors or electrically powered compressors, and electric rather than gasoline- or diesel-powered engines shall be used to avoid noise associated with compressed air exhaust from pneumatically powered tools.

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However, where the use of pneumatic tools is unavoidable, an exhaust muffler on the compressed air exhaust of the pneumatic tools shall be used; this muffler can lower noise levels from the exhaust by up to about 10 dBA. External jackets on the tools themselves shall be used; which could achieve a reduction of 5 dBA. Quieter equipment shall be used when feasible, such as drills rather than impact equipment.

• Construction contractors shall be required to use “quiet” gasoline-powered compressors or electrically powered compressors and electric rather than gasoline- or diesel-powered forklifts for small lifting.

• Stationary noise sources, such as temporary generators, shall be located as far from nearby receptors as possible; they shall be muffled and enclosed within temporary enclosures and shielded by barriers, which could reduce construction noise by as much as 5 dB, or other measures, to the extent feasible.

• Prior to the issuance of the construction permit, along with the submission of construction documents, the project sponsor shall submit to the Planning Department and Department of Building Inspection a list of measures for responding to and tracking complaints pertaining to construction noise. These measures shall include:

o Identification of measures that will be implemented to control construction noise. o A procedure and phone numbers for notifying the Department of Building

Inspection, the Department of Public Health, or the Police Department of complaints (during regular construction hours and off hours).

o A sign posted onsite describing noise complaint procedures and a complaint hotline number that shall be answered at all times during construction.

o Designation of an onsite construction complaint and enforcement manager for the project.

o A plan for notification of neighboring residents and nonresidential building managers within 200 feet of the project construction area at least 30 days in advance of extreme noise-generating activities (defined as activities that generate noise levels of 90 dBA or greater) about the estimated duration of the activity and the associated control measures that will be implemented to reduce noise levels.

For the reasons specified in the DEIR on page 4.C-55, this mitigation measure would reduce the impact to a less than significant level.

2. Impact NO-3. Construction of the proposed project and project variant would expose persons to or

generate excessive groundborne vibration levels related to annoyance but would not generate excessive ground-borne vibration levels related to damage to buildings.

Mitigation Measure M-NO-3: Nighttime Construction Vibration Control Measures – Annoyance

Prior to issuance of a construction permit, a detailed preconstruction vibration assessment and monitoring plan shall be prepared for all construction activities conducted between the hours of 8 p.m. and 7 a.m. This plan shall evaluate and select the smallest feasible equipment that can be used during this construction period and shall recommend the specific location of equipment within the construction area to maximize the distance between the vibration-generating sources and vibration-

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sensitive receptors. This plan shall also require that vibration levels at vibration-sensitive receptors along the project corridor do not exceed a PPV vibration level of the strongly perceptible level of 0.10 in/sec for continuous sources and 0.90 in/sec for transient sources. The project contractor shall:

• Retain the services of a qualified professional to prepare a pre-construction assessment and vibration monitoring plan. This assessment and vibration monitoring plan shall identify all vibration-sensitive receptors adjacent to the project corridor which could be exposed to vibration from nighttime construction activities exceeding a PPV vibration level of 0.10 in/sec for continuous sources and 0.90 in/sec for transient sources. The qualified professional shall submit the plan to Public Works for review and approval prior to issuance of a construction permit.

• Inform vibration-sensitive receptors of upcoming construction activities that may generate high levels of vibration a minimum of one week in advance of such construction activities. Method of notification shall include mailed notices as well as notifications hand posted on doorways. The notification shall include the name and contact information for a person that can be reached during nighttime construction hours.

• Perform real-time vibration monitoring during all construction activities conducted between the hours of 8 p.m. and 7 a.m. at a location representative of the nearest vibration sensitive receptor. If vibration levels exceed a PPV vibration level of 0.10 in/sec for continuous sources and 0.90 in/sec for transient sources, the vibration monitor shall immediately alert the construction manager, who shall immediately cease construction activity. Construction activity shall resume only after the vibration-generating equipment is adjusted or relocated such that the PPV vibration level no longer exceeds 0.10 in/sec for continuous sources and 0.90 in/sec for transient sources, or such activity is otherwise conducted between the hours of 7 a.m. and 8 p.m.

For the reasons specified in the DEIR on page 4.C-64, this mitigation measure would reduce the impact to a less than significant level. C. Air Quality 1. Impact AQ-1. Construction of the proposed project and project variant would generate fugitive dust

and criteria air pollutants but would not violate an air quality standard or contribute substantially to an existing or project air quality violation.

2. Impact AQ-3. Construction and operation of the proposed project and project variant would generate TACs, including DPM, but would not expose sensitive receptors to substantial air pollutant concentrations.

3. Impact AQ-4. The proposed project and project variant would not conflict with, or obstruct implementation of, the 2017 Clean Air Plan.

4. Impact C-AQ-1. The proposed project and project variant’s construction, in combination with other past, present, and reasonable future projects, would not contribute to cumulative regional air quality impacts.

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5. Impact C-AQ-3. Construction and operation of the proposed project and project variant, in combination with other past, present, and reasonable future projects, would generate TACs, including DPM, but would not expose sensitive receptors to substantial air pollutant concentrations.

6. Impact C-AQ-4. The proposed project and project variant, in combination with other past, present, and reasonable future projects, would not conflict with, or obstruct implementation of, the 2017 Clean Air Plan. Mitigation Measure M-AQ-1: Off-Road Construction Equipment Emissions Minimization

• Equipment Requirements a. All off-road equipment with engines (greater than or equal to 90 horsepower) shall meet EPA

or California Air Resources Board Tier 4 final off-road emissions standards, while equipment with smaller engines (less than 90 horsepower) shall meet or exceed Tier 3 off-road emissions standards.

• Waivers a. The planning department’s environmental review officer (ERO) or designee may waive the

requirement for an alternative source of power from subsection (A) if an alternative source of power is limited or infeasible at the project site. If the ERO grants the waiver, the contractor must submit documentation that the equipment used for onsite power generation meets the requirements of subsection (A).

b. The ERO may waive the equipment requirements of subsection (A) if use of a particular piece of off-road equipment with a Tier 4 final or Tier 3 compliant engine is not feasible or reasonable, the equipment would not produce the desired emissions reductions because of the expected operating modes, installation of the equipment would create a safety hazard or impair visibility for the operator, or a compelling emergency exists that would require the use of off-road equipment that is not Tier 4 final or Tier 3 compliant. If seeking an exception, the project sponsor shall demonstrate to the ERO’s satisfaction that the resulting construction emissions would not exceed the NOX threshold of significance, as identified within the EIR under Impact AQ-1. If the ERO grants the waiver, the contractor must use the next cleanest piece of available off-road equipment, according to the table provided on Table S-1. Notes: If the environmental review officer (ERO) or designee determines that the equipment requirements cannot be met, then the contractor shall meet Compliance Alternative 1. If the ERO or designee determines that the contractor cannot supply off-road equipment meeting Compliance Alternative 1, then the contractor shall meet Compliance Alternative 2. If the ERO or designee determines that the contractor cannot supply off-road equipment meeting Compliance Alternative 2, then the contractor shall meet Compliance Alternative 3. If the ERO or designee determines that the contractor cannot supply off-road equipment meeting Compliance Alternative 3, then the contractor shall meet Compliance Alternative 4. VDECs = Verified Diesel Emission Controls.

For the reasons specified in the DEIR on page 4.D-35 this mitigation measure would reduce the impact to a less than significant level.

SECTION IV. Significant project-specific and cumulative impacts that cannot be avoided or reduced to less-than-significant level

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In accordance with sections 21100 (b)(2)(A) and 21100.1(a) of the CEQA Statute and section 15126.2(b) of the CEQA Guidelines, an EIR is required to identify any significant environmental effects that cannot be avoided if a project is implemented. The proposed project was determined to have the following significant and unavoidable impacts, even with implementation of feasible mitigation measures. Each of these impacts is equally applicable to the project variant.

A. Cultural Resources 1. Impact CP-1.C. The proposed project and project variant would cause a substantial adverse

change in the significance of the Market Street Cultural Landscape District as a designed landscape associated with the Market Street Redevelopment Plan.

Mitigation Measure M-CP-1a: Prepare and Submit Additional Documentation for the Market Street Cultural Landscape District

The project sponsor shall prepare Historic American Landscape Survey (HALS) documentation of the Market Street Cultural Landscape District to level 1 standards. The objective of the documentation shall be to record the extant character-defining cultural landscape features, spatial arrangement, and setting of the resource. The project sponsor shall retain a professional who meets the Secretary of the Interior’s Qualification Standards for Architectural Historian or Historian (36 CFR, Part 61) and a photographer with demonstrated experience in HALS/Historic American Building Survey (HABS) photography to prepare written and photographic documentation for the Market Street Cultural Landscape District. The HALS documentation package for the Market Street Cultural Landscape District shall be reviewed and approved by the planning department’s preservation staff prior to issuance of an excavation permit for the proposed project or commencement of construction. The documentation shall consist of the following: • HALS-level Photographs:* HALS standard large-format photography shall be used to

document the Market Street Cultural Landscape District and surrounding context. The scope of the photographs shall be reviewed and approved by the planning department’s preservation staff for concurrence, and all photography shall be conducted according to the current National Park Service HALS standards. Photographs for the dataset shall include: (a) contextual views of existing settings for the Market Street Cultural Landscape District in order to document the resource’s overall spatial organization, circulation patterns, and physical features in relation to the surrounding built environment of downtown San Francisco; (b) general landscape and detailed views of all plazas within the Market Street Cultural Landscape District; and (c) detailed views of the resource’s priority 1, priority 2, and priority 3 character-defining structures/ objects, circulation patterns, and vegetation. The photograph set shall include distant/elevated views to capture the extent and context of the resource.

o All views shall be referenced on a key map of the property, including each photograph number with an arrow to indicate the direction of the view.

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o Draft photograph contact sheets and the key map shall be provided to the planning department’s preservation staff for review to determine the final number and views for inclusion in the final dataset.

o Historic photographs identified in previous studies shall also be collected, scanned as high-resolution digital files, and reproduced in the dataset.

• Written HALS Narrative Report: A written historical narrative, using the outline format, shall be prepared in accordance with the HALS Historical Report Guidelines.

• Measured Drawings: A set of measured drawings shall be prepared to document the overall design, dimensions, locations of character-defining features, circulation patterns, and spatial arrangement of the Market Street Cultural Landscape District. Original design drawings of the resource, if available, shall be digitized and incorporated into the measured drawings set. The planning department’s preservation staff shall assist the consultant in determining the appropriate level of measured drawings.

• Print-On-Demand Booklet: Following preparation of the HALS photography, narrative report, and drawings sets, a print-on-demand softcover book shall be produced for the resource that compiles the documentation and historical photographs. The print-on-demand book shall be made available to the public for distribution.

• Format of Final Dataset:* o The project sponsor shall submit a final/archival version of photographs, historical

photographs, narrative report, drawings sets, and booklet to the Library of Congress as an official submittal through the HALS program.

o The project sponsor shall contact the History Room of the San Francisco Public Library; Northwest Information Center; California Historical Society; Environmental Design Archives at the University of California, Berkeley; the San Francisco Planning Department; and the Architectural Archives at the University of Pennsylvania to inquire whether the research repositories would like to receive a hard or digital copy of the final dataset. Labeled hard copies and/or digital copies of the final book, containing the photograph sets, narrative report, and measured drawings, shall be provided to these repositories in their preferred format.

o The project sponsor shall prepare documentation for review and approval by the planning department’s preservation staff, along with the final HALS dataset, that outlines the outreach, response, and actions taken with regard to the repositories listed above. The documentation shall also include any research conducted to identify additional interested groups and the results of that outreach. The project sponsor shall make digital copies of the final dataset, which shall be made available to additional interested organizations, if requested.

Mitigation Measure M-CP-1b: Develop and Implement an Interpretive Program

The project sponsor shall develop an interpretive program that commemorates the history of Market Street, focusing on its significant association with the Market Street Redevelopment Plan design of architects John Carl Warnecke and Mario Ciampi and landscape architect Lawrence Halprin. To contextualize the Market Street Redevelopment Plan design, interpretive materials shall also include

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context themes related to the Market Street Cultural Landscape District’s additional reasons for significance (e.g., Market Street’s role as San Francisco’s main circulation artery and facilitator of urban development, Market Street’s role as a venue for civic engagement in San Francisco). Interpretive materials shall also be informed by historic context studies of the design work of architects John Carl Warnecke and Mario Ciampi and landscape architect Lawrence Halprin. The content of the studies shall include, but not be limited to, the respective designer’s biography, design process, and overall body of work (with a focus on Bay Area projects) as well as the social and cultural context of post–World War II San Francisco Bay Area that influenced the designer’s career in relationship to this district. The context studies shall also include a list of known projects in the Bay Area (buildings and/or landscapes) designed by the respective designer. The project sponsor shall retain a qualified consultant meeting the Secretary of the Interior’s Professional Qualification Standards for Architectural History or History to develop an interpretive program that conveys the historic context themes listed above. The selected consultant preparing the context study of Lawrence Halprin shall have a demonstrated specialization in landscape design history. In consultation with the project sponsor and the planning department, the qualified consultant shall prepare an interpretive plan that describes the general format, locations, materials, and content of the full interpretive program. The interpretive plan shall be reviewed and approved by the planning department’s preservation staff prior to the issuance of an excavation permit for the proposed project or commencement of construction. The interpretive plan shall include, at a minimum, the following interpretive projects, methods, and materials:

• Temporary Public Exhibition:* The project sponsor shall hire a qualified architectural historian or historian who meets the Secretary of the Interior’s Professional Qualification Standards and a professional exhibition designer to prepare an exhibition for public display in venues physically proximate to Market Street, such as the San Francisco Public Library; California Historical Society; San Francisco Bay Area Planning and Urban Research Association; American Institute of Architects, San Francisco; or a similar space within an educational or civic organization. The qualified historian(s), working in cooperation with professional exhibit designer(s), shall craft a public exhibition about the significant history of the resource using, at a minimum, the HALS documentation identified above and the existing Better Market Street Cultural Landscape Evaluation (CLE). In consultation with the planning department, the project sponsor and consultants shall identify a minimum of one publicly accessible location for installation of the exhibition and work with the selected venue(s) to secure a commitment to house the display for an agreed upon length of time; the interpretive plan shall include documentation of this commitment and be submitted for review and approval to the planning department’s preservation staff prior to the issuance of an excavation permit for the proposed project or commencement of construction. If the required documentation shows that a good-faith effort was put forward by the project sponsor to locate an appropriate display location but no commitment could be procured, then the project sponsor shall consult with the planning department’s preservation staff and the qualified consultants mentioned above to discuss an alternative temporary installation of the exhibition at the project site where it shall be visible and accessible to the public and maintained for the duration of the construction process.

• Educational Website:* The project sponsor shall hire a qualified architectural historian or historian who meets the Secretary of the Interior’s Professional Qualification Standards, working in cooperation with professional website designers, to prepare a Better Market Street

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educational webpage about the significant history of the resource using, at a minimum, the HALS documentation identified above and the existing Better Market Street CLE. The project sponsor shall house and maintain the webpage in perpetuity on the project sponsor’s website (http://www.sfpublicworks.org/projects), with links to the HALS documentation and other interpretive materials outlined in the project mitigations. A template webpage for the project website shall be reviewed and approved by the planning department’s preservation staff prior to the issuance of any site or construction permits.

• Interpretive Signage:* The project sponsor shall incorporate between six and 10 permanent interpretive markers or signs into the design of the proposed project that interpret the significant history of the resource. The markers shall be located within the project footprint (on Market Street between Steuart Street and Octavia Boulevard), and the content shall relate to the specific locations of the markers/signs within the corridor. The project sponsor shall work with qualified architectural historians or historians who meet the Secretary of the Interior’s Professional Qualification Standards, professional graphic designers, and signage fabricators to determine the designs, placement locations, and fabrication specifications of the interpretive signage within the project corridor. The project sponsor shall submit for review and approval an outline of the proposed permanent interpretive signage to the planning department’s preservation staff as part of the interpretive plan before issuance of any site or construction permits for the proposed project.

*Following approval of the interpretive plan by the planning department, and working with the project sponsor and technical professionals identified above, the qualified historians shall then develop detailed interpretive content and applicable design specifications for the public exhibition, educational website, and interpretive signage. The planning department’s preservation staff shall review and approve the text, images, and applicable design specifications prior to the production and installation of the interpretive materials and prior to substantial completion of the proposed project. Implementation of the interpretive plan can occur after construction has commenced but must be fully implemented within 2 years of final completion.

Mitigation Measure M-CP-1c: Hold Public Commemorative and Educational Program Series The project sponsor shall develop and implement a public educational event series to engage community members and pay tribute to the Market Street Redevelopment Plan design. The program series shall be developed in collaboration with a qualified consultant meeting the Secretary of the Interior’s Professional Qualification Standards for Architectural Historian or Historian and a professional public arts programmer or partner arts institution. The selected arts programmer or partner institution shall have experience developing concepts for, promoting, and implementing largescale and site-specific public events. The program series shall include three to five public programs to tell the story of development of the Market Street Redevelopment Plan. Programs may include panel discussions and lectures with scholars and designers; collaborative artistic performances, such as re-enactment of Lawrence and Anna Halprin’s RSVP cycles; walking tours; parades; and related activities on Market Street. The planning department’s preservation staff shall review and approve a preliminary schedule of the program series before the content and participants are finalized. The program series must occur prior to issuance of an excavation permit for the proposed project or commencement of construction. All programs held as part of the program series

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shall be recorded by a professional videographer, and the recordings shall be made available on the educational website specified under M-CP-1b.

These measures would lessen the project’s impact in accordance with DEIR pp. 4.A -101, but the impact would remain significant and unavoidable.

2. Impact C-CP-1. The proposed project and project variant, in combination with past, present, and

reasonably foreseeable future projects in the city, would result in a cumulatively considerable contribution to a significant cumulative impact on the Market Street Cultural Landscape District but not on any other historic architectural resources. Mitigation Measures M-CP-1a through M-CP-1c above (see above). These measures would lessen the project’s contribution to the impact in accordance with DEIR pp. 4.A-65 to 4.A-66, but the cumulative impact would remain significant and unavoidable.

B. Transportation and Circulation 1. Impact TR-1. Construction of the proposed project and project variant could result in substantial

interference with transit, pedestrian, bicycle, or vehicle circulation, as well as accessibility to adjoining areas, and potentially hazardous conditions.

Mitigation Measure M-TR-1: Construction Management Plan – Additional Measures As part of the proposed project’s construction management plan, the project sponsor shall require additional measures to further minimize disruptions to transit, bicyclists, and pedestrians during project construction. The additional measures shall include, but not be limited to, the following:

• Establish Temporary Transit-only Lanes and Extend Bus Zones on Mission Street during Detours - When detours are implemented, SFMTA shall implement additional transit priority features, such as all-day transit-only lanes and extended bus zones on Mission Street, to accommodate the increased level of bus service on streets adjacent and parallel to Market Street during construction. Full or partial temporary restrictions may be implemented on Mission Street between 11th and Steuart streets. The temporary restrictions would permit only public transit, taxis, and commercial vehicles on Mission Street in the eastbound and/or westbound directions. The temporary restrictions could be implemented under the following conditions: (1) at least one travel lane is closed on Mission Street between 11th and Steuart streets and that travel lane closure results in only one open lane either in the eastbound or westbound direction or (2) there is construction activity on Market Street in the project corridor that would restrict transit operations. If implemented due to condition #1, the temporary restrictions may apply to the block(s) on Mission Street where the travel lane closure is occurring and up to two blocks adjacent to the affected block(s) in the eastbound and westbound directions. If implemented because of condition #2, the temporary restrictions may apply to the block(s) on Mission Street where Muni routes would be diverted because of restrictions on transit operations on Market Street. In addition, if implemented, the temporary restrictions shall be in place only during the above-mentioned

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conditions. When such conditions no longer exist, the temporary restrictions shall be removed.

• Active Monitoring of Detours – When detours are implemented, SFMTA shall require that police officers or parking control officers monitor critical locations along the detour to promote unobstructed travel by vehicular traffic, transit, and people walking and bicycling

• Coordinated Construction Management Plan – If construction of the proposed project is determined to overlap with construction of any nearby project(s) involving temporary travel lane closures or temporary sidewalk closures and/or using the same truck access routes in the project vicinity, the SFMTA shall require that construction contractor(s) consult with various city departments, as deemed necessary by the SFMTA, Public Works, and the Planning Department, to develop a Coordinated Construction Management Plan and minimize the severity of any disruptions of access to land uses and transportation facilities.

• Emergency Access Response Plan – SFMTA shall require that contractor(s) submit a project corridor segment-specific emergency access response plan as part of compliance with bid specifications. This plan shall include fire department and emergency service access to construction areas and maintainability of access of emergency services such as fire hydrants

• Carpool, Bicycle, Walk and Transit Access for Construction Workers – The construction contractor(s) shall include methods to encourage carpooling, bicycling, walking, and transit access to the project corridor by construction workers (such as providing secure bicycle parking spaces, participating in free-to-employee and employer ride matching program from www.511.org, participating in emergency ride home program through the City of San Francisco [www.sferh.org], and providing transit information to construction workers).

• Construction Coordination with Adjacent Businesses – During construction of the proposed project, access to all abutting businesses shall be maintained either through the existing or a reduced sidewalk area or via temporary access ramps. Signs shall be installed indicating that the businesses are “open during construction.” All temporary access ramps shall be in compliance with the ADA.

• Project Construction Updates for Adjacent Businesses and Residents – To minimize construction impacts on access for nearby institutions and businesses, the project sponsor shall provide adjacent and nearby businesses and residents with regularly-updated information regarding project construction, including construction activities, peak construction vehicle activities, travel lane closures, and lane closures. At regular intervals to be defined in the construction management plan, a regular email notice shall be distributed by the project sponsor that shall provide current construction information of interest to adjacent businesses and residents, as well as contact information for specific construction inquiries or concerns.

This measure would lessen the project’s impact in accordance with DEIR pp.4.B-50 to 4.B-51, but the impact would remain significant and unavoidable.

2. Impact C-TR-1. The proposed project and project variant, in combination with past, present, and reasonably foreseeable future projects, would contribute considerably to significant cumulative construction-related transportation impacts. See Mitigation Measure M-TR-1 above. This measure would lessen the project’s contribution but the contribution would remain cumulatively considerable.

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Mitigation Measure M-TR-1: Construction Management Plan – Additional Measures (see above).

This measure would lessen the project’s contribution to the impact in accordance with DEIR pp.4.B-94 to 4.B-95, but the cumulative impact would remain significant and unavoidable

3. Impact C-TR-4. The proposed project and project variant, in combination with past, present, and

reasonably foreseeable future projects, would contribute considerably to significant cumulative transit impacts related to transit operations on the Muni 27 Bryant but would not contribute considerably to significant cumulative transit impacts on other local and regional routes.

No feasible mitigation has been identified. However, the SFMTA is currently investigating possible changes to the Muni 27 Bryant route as part of the 27 Bryant Transit Reliability Project and the planned improvements to Fifth Street to enhance this route’s operations. Consequently, this impact remains significant and unavoidable.

C. Noise and Vibration 1. Impact C-NO-1. Construction activities for the proposed project and project variant, in combination

with other past, present, and reasonable future projects in the city, would result in a substantial temporary increase in noise or noise levels in excess of the applicable local standards.

Mitigation Measure M-NO-1 (see above under Section III).

This measure would lessen the project’s contribution to the impact in accordance with DEIR pp. 4.C-71, but the cumulative impact would remain significant and unavoidable.

SECTION V. Evaluation of Project Alternatives

A. Alternatives Analyzed in the FEIR

This section describes the alternatives analyzed in the Project FEIR and the reasons for rejecting the alternatives as infeasible. CEQA mandates that an EIR evaluate a reasonable range of alternatives to the Project or the Project location that generally reduce or avoid potentially significant impacts of the Project. CEQA requires that every EIR also evaluate a “No Project” alternative. Alternatives provide a basis of comparison to the Project in terms of their significant impacts and their ability to meet project objectives. This comparative analysis is used to consider reasonable, potentially feasible options for minimizing environmental consequences of the Project.

An EIR must “consider a reasonable range of potentially feasible alternatives that will foster informed decision making and public participation…Among the factors that may be taken into account when addressing the feasibility of alternatives are site suitability, economic viability, availability of infrastructure, general plan consistency, other plans or regulatory limitations, jurisdictional boundaries (projects with a regionally significant impact should consider the regional context), and whether the proponent can reasonably acquire, control or otherwise have access to the alternative site (or the site is already owned by the proponent)” (CEQA Guidelines at 15126.6).

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Where a lead agency has determined that, even with the adoption of all feasible mitigation measures, a proposed project would still cause one or more significant environmental impacts that cannot be substantially lessened or avoided, the agency, prior to approving the project as mitigated, must first determine whether, with respect to such impacts, there remain any project alternatives that are both environmentally superior and feasible within the meaning of CEQA. An alternative may be "infeasible" if it fails to fully promote the lead agency's underlying goals and objectives with respect to the project. Thus, '"feasibility' under CEQA encompasses 'desirability' to the extent that desirability is based on a reasonable balancing of the relevant economic, environmental, social, and technological factors" of a project (City of Del Mar, 133 Cal. App. 3d 417; see also Sequoyah Hills, 23 Cal. App. 4th 715).

The Planning Department considered a range of alternatives in Chapter 6 of the FEIR. The FEIR analyzed the No Project Alternative, the Full Preservation Alternative, two Partial Preservation Alternatives, and the Core Elements Alternative. Each alternative is discussed and analyzed in these findings, in addition to being analyzed in Chapter 6 of the FEIR. The Planning Commission certifies that it has independently reviewed and considered the information on the alternatives provided in the FEIR and in the record. The FEIR reflects the Planning Commission’s and the City’s independent judgment as to the alternatives. Public Works finds that the Project provides the best balance between satisfaction of Project objectives and mitigation of environmental impacts to the extent feasible, as described and analyzed in the FEIR.

B. Reasons for Approving the Project

The following are based on those objectives presented in the DEIR that point to specific positive outcomes and are not general statements of policy intent.

• Provide facilities that are designed to reduce the number of traffic fatalities, collisions, and severe injuries to the extent feasible:

o Correct Market Street’s existing design’s lack of accommodation for bicycles by providing a bicycle facility that is designed to reduce the number of collisions involving bicycles, as much as feasible, from Steuart Street to Octavia Boulevard

o Reduce conflicts between transit, taxis, paratransit, commercial vehicles, private vehicles, bicyclists, and pedestrians to the extent feasible by excluding private vehicles, separating out bicycles, and providing an appropriate pedestrian throughway with improved (i.e., reduced) crossing distances

• Correct the barriers that Market Street’s existing design poses to accessibility by providing an accessible sidewalk.

• Optimize the surface public transit system’s capacity and travel times in the project corridor and vicinity.

• Replace infrastructure when nearing the end of its useful life on this section of Market Street to keep people, goods, and City and County of San Francisco (City) services moving.

• Ensure that all improvements and plans are coordinated with urban redevelopment efforts to foster an economically productive, healthy, and resilient corridor:

o Correct Market Street’s existing design’s problems arising from wide paved areas without any dedicated use by maximizing the reuse of underutilized street space in order to encourage the activation of public spaces

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o Correct Market Street’s existing design’s arboricultural deficiencies by replanting a broader range of trees using improved arboricultural practices

o Install high-quality materials fitting for the city’s pre-eminent ceremonial street. o Provide commercial loading zones that do not impede or introduce new barriers

to the movement of goods and people along Market Street.

C. Evaluation and Rejection of Project Alternatives

CEQA provides that alternatives analyzed in an EIR may be rejected if "specific economic, legal, social, technological, or other considerations, including provision of employment opportunities for highly trained workers, make infeasible ... the project alternatives identified in the EIR." (CEQA Guidelines § 15091(a)(3)). Public Works has reviewed each of the alternatives to the Project as described in the FEIR that would reduce or avoid the impacts of the Project and finds that there is substantial evidence of specific economic, legal, social, technological and other considerations that make these Alternatives infeasible, for the reasons set forth below. The Alternatives also are rejected for the reasons specified above in Subsection B (Reasons for Approving the Project) and in Section VI (Statement of Overriding Considerations).

In making these determinations, Public Works is aware that CEQA defines "feasibility" to mean "capable of being accomplished in a successful manner within a reasonable period of time, taking into account economic, environmental, social, legal, and technological factors." Public Works is also aware that under CEQA case law the concept of "feasibility" encompasses (i) the question of whether a particular alternative promotes the underlying goals and objectives of a project, and (ii) the question of whether an alternative is "desirable" from a policy standpoint to the extent that desirability is based on a reasonable balancing of the relevant economic, environmental, social, legal, and technological factors.

The alternatives are briefly described in this section. For a more thorough description, refer to the DEIR. The following alternatives were fully considered and compared in the FEIR:

1. Alternative A: No Project Alternative

CEQA requires that analysis of the No-Project Alternative document existing conditions at the time the notice of preparation was published as well as what would be reasonably expected to occur in the foreseeable future if the project were not approved and development continued to occur in accordance with existing plans and consistent with available infrastructure and community services (CEQA Guidelines section 15126.6(e)(2)).

Under the No-Project Alternative, the project corridor would remain in its current condition. The roadway configuration; access for private vehicles; traffic signals; surface transit, such as Muni service and infrastructure; bicycle facilities; pedestrian facilities; streetscapes; commercial and passenger loading; vehicular parking; and utilities would remain in their current conditions.

Routinely scheduled maintenance activities for existing streetscape elements (such as tree trimming) and limited physical changes related to operational needs and emergency repairs of the existing transit infrastructure would continue to occur. In addition, planned/approved projects or

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activities would be implemented within, or would overlap a portion of the project corridor, resulting in some degree of physical change on Market Street.

Public Works rejects the No Project Alternative as infeasible because it would fail to meet the Project Objectives and the City's policy objectives for the following reasons:

1) The No Project Alternative would not meet any of the Project Sponsor's or City's objectives;

2) The No Project Alternative would be inconsistent with key goals of the City’s General Plan with respect to the Transportation Element, the Transit First Policy and Vision Zero.

3) The No Project Alternative would leave the Project Area physically unchanged, and thus would not achieve any of the objectives regarding place, mobility or economic development. Necessary safety improvements including the sidewalk-level bikeway, would not be constructed.

4) The No Project Alternative would not achieve necessary improvements related to the

condition of the existing infrastructure of Market Street, e.g. traffic signals in poor repair.

In addition, with no construction, the No Project Alternative would not create new job opportunities for construction workers. For the foregoing reasons and other reasons specified in this Subsection C, Public Works rejects Alternative A.

2. Alternative B: Full Preservation Alternative The Full Preservation Alternative would avoid significant impacts to the Market Street Cultural Landscape Historic District by substantially reducing the scope of proposed project changes such that several priority 1 character-defining features of the landscape district would remain intact. Alternative B would omit many project-related alterations to physical features of Market Street. Accordingly, transit stop spacing and service, bicycle facilities, and commercial and passenger loading facilities would be similar to existing conditions. The F-Loop would not be constructed under this Alternative. Similarly, Path of Gold light standards would remain as existing. Alternative B would retain all existing curblines as well as all brick sidewalks and plazas. Existing trees in poor condition would be replanted with new trees to preserve the Platanus monoculture, selecting from one of two varieties, similar in character to the trees that would be removed but with greater disease tolerance. This alternative would include the same roadway access changes for private vehicles and changes to on-street parking as the proposed project. This Alternative has been identified as the overall environmentally superior alternative. Public Works rejects Alternative B because it would not eliminate all significant and unavoidable impacts of the Project and it would not meet the Project Objectives or the City’s policy objectives for reasons including, but not limited to, the following:

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1) Alternative B would not provide facilities that are designed to reduce the number of traffic fatalities, collisions, and severe injuries to the extent feasible, a basic objective of the EIR. Therefore, Alternative B does not fully support the City’s Vision Zero policy to eliminate all traffic fatalities and severe injuries by 2024.

2) Alternative B would not provide a bicycle facility east of 8th Street. Although private

vehicles would be restricted, bicycles would continue to share the curb lane with transit, paratransit, delivery vehicles, and taxis. None of the existing conflicts between bicycles and these other vehicles would be eliminated. Therefore, Alternative B does not meet basic objectives under Mobility.

3) Alternative B would not make Market Street the signature sustainable street in San

Francisco. It would not renew the streetscape nor maximize the reuse of underutilized street space to encourage activation of public spaces.

4) Alternative B would not provide an accessible sidewalk along Market Street that meets

current ADA standards or Public Works Order 200369 “Standard Paving Materials in San Francisco’s Public Rights-of-Way.” Therefore, Alternative B does not meet basic objective under Place.

5) Alternative B would not provide diversity in tree species. Therefore, Alternative B does

not provide for a healthy urban forest.

6) Alternative B would not provide transportation improvements that would support the Mid-Market revitalization planning effort to improve the economic health and productivity of Market Street; therefore, it does not meet the basic objective under Economic Development.

7) Alternative B would not construct the F-Loop. The F-Line would continue to run from

Fisherman’s Wharf to the Castro. Therefore, F-Line service improvements where ridership is highest would not be implemented. Also, Alternative B doesn’t provide economic development in the areas that would benefit from a short-run of the F-Line, including the waterfront and Fisherman’s Wharf.

8) Alternative B would not support planned housing and job growth in the project corridor,

consistent with adopted land-use plans, because it would result in a substantially lower level of improvements to transit service to support residents, workers and visitors, relative to the proposed project. .

9) Alternative B would retain transit stop spacing and service similar to existing conditions and not fully implement the Transit First Policy, thereby not fully satisfying the City’s Charter.

10) Alternative B does not optimize the surface public transit system’s capacity and travel times in the project corridor, a basic objective under Mobility.

For the foregoing reasons and other reasons specified in this Subsection C, Public Works rejects Alternative B.

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3. Alternative C: Partial Preservation Alternative 1

Alternative C would modify/replace key components of the proposed project with other components intended to preserve and/or complement character defining features of the Market Street Cultural Landscape Historic District, but less expansively so than Alternative B. Alternative C would include more alterations to Market Street than Alternative B, but different in number/character than those associated with the proposed project. The color of sidewalk pavers would be as close as possible to the existing red brick. The size of the pavers would be uniform throughout the sidewalk. This is in contrast to the proposed project, which would use a variety of approved, accessible materials. Alternative C would replace the existing Platanus monoculture with trees of three to five genera that would have similar canopy shape and height as the existing Platanus. Although Alternative C would incorporate features intended to reference/complement certain character defining features of the landscape district (sidewalk paving and trees), it would still result in a significant and unavoidable impact to the eligible landscape district as a whole. Similar to the proposed project, Alternative C would add a sidewalk-level bikeway for the entirety of Market Street between Octavia Boulevard and Steuart Street. Alternative C would include partial restoration, reconstruction, and realignment of the Path of Gold light standards; existing traffic signals would be replaced; and transit stop spacing and service would be similar to the proposed project. The F-Loop would be constructed as part of this alternative. Public Works rejects Alternative C because it would not eliminate all significant and unavoidable impacts of the Project and it would not meet the Project Objectives or the City’s policy objectives for reasons including, but not limited to, the following:

1) Alternative C would implement the same color and size uniformity of sidewalk paving material as existing. This would make it difficult for people with vision disabilities to identify and navigate the various sidewalk zones. Therefore, Alternative C does not meet the objectives under Mobility.

2) Alternative C would restrict the different species of trees that would be planted along Market Street. Therefore, Alternative C would not provide for a healthy urban forest.

For the foregoing reasons and other reasons specified in this Subsection C, Public Works rejects Alternative C.

4. Alternative D: Partial Preservation Alternative 2

Alternative D would modify/replace key components of the proposed project with the intent to preserve and/or complement character defining features of the Market Street Cultural Landscape Historic District. Alternative D would reduce impacts to the landscape district relative to the proposed project by reducing the scope of alterations/modifications to character defining features of the landscape district. Alternative D would generally retain streetscapes that would be similar to existing conditions on 22 block faces where no modifications to center boarding islands or curbside transit stops would occur. In contrast, 20 block faces of Market Street where modifications to center boarding islands and/or curbside transit stops are needed would see streetscape improvements similar to the proposed project. The existing Class II and Class III bicycle facilities would remain the same. Alternative D would include partial restoration, reconstruction, and

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realignment of the Path of Gold light standards; existing traffic signals would be replaced; and transit stop spacing and service would be similar to the proposed project. The F-Loop would be constructed as part of this alternative. Public Works rejects Alternative D because it would not eliminate all significant and unavoidable impacts of the Project and it would not meet the Project Objectives or the City’s policy objectives for reasons including, but not limited to, the following:

1) Alternative D would not provide facilities that are designed to reduce the number of traffic fatalities, collisions, and severe injuries to the extent feasible, a basic objective of the EIR. Therefore, Alternative D does not fully support the City’s Vision Zero policy to eliminate all traffic fatalities and severe injuries by 2024.

2) Alternative D would not provide a dedicated bicycle facility east of 8th Street. Although private vehicles would be restricted, bicycles would continue to share the curb lane with transit, paratransit, delivery vehicles, and taxis. None of the existing conflicts between bicycles and these other vehicles would be eliminated. Therefore, Alternative B does not meet basic objectives under Mobility.

3) Alternative D would not make Market Street the signature sustainable street in San Francisco. It would not renew the entire streetscape nor maximize the reuse of underutilized street space to encourage activation of public spaces. Instead, it would create inconsistency along the sidewalk.

4) Alternative D would not provide a continuous sidewalk that is fully accessible along Market Street. Only a 10 foot path would be provided on blocks where the curb line is modified. All other blocks retain the existing brick. Therefore, Alternative D does not meet basic objective under Place.

5) Alternative D would retain the existing monoculture of trees and not provide diversity in tree species. Therefore, Alternative D does not provide for a healthy urban forest.

For the foregoing reasons and other reasons specified in this Subsection C, Public Works rejects Alternative D.

5. Alternative E: Core Elements Alternative

Alternative E was developed in recognition that some project-related effects are not directly associated with core elements of the proposed project but with associated upgrades/replacements of major infrastructure that exists beneath the roadway and sidewalk which would be replaced/upgraded as part of the proposed project. The elements of this alternative associated with roadway configuration, transit facilities and operations, and pedestrian and bicycle facilities would be the same as the proposed project. However, Alternative E would not include the sub-surface “state of good repair” infrastructure work proposed by the project. Removal of those elements would allow the core elements of the proposed project to proceed with lessened construction-related effects. Public Works rejects Alternative E because it would not eliminate all significant and unavoidable impacts of the Project and it would not meet the Project Objectives or the City’s policy objectives for reasons including, but not limited to, the following:

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1) Alternative E would not repair or replace any of the underground infrastructure, which is either at or approaching the end of its useful life. Therefore, Alternative E does not meet a basic objective under Mobility.

2) Alternative E would mean paying for the project twice – the upfront construction cost and the cost to replace those improvements when the infrastructure fails. If the City does not complete the “state of good repair” scope of work now and only builds the core elements of the project, the aging infrastructure will fail and emergency repairs would be required. These repairs would be costly and would damage the improvements constructed by Better Market Street.

3) Alternative E does not upgrade any of the traffic signal hardware between Steuart Street and Octavia Boulevard. The existing design of the traffic signals is outdated and the infrastructure needs to be upgraded. Therefore, Alternative E does not meet a basic objective under Mobility, and could result in more impacts than the proposed project due to suboptimal signal operation.

4) Alternative E does not support the City’s Dig Once Ordinance, which encourages joint projects to reduce the impacts of excavation to the public.

5) Alternative E would not support planned housing and job growth in the project corridor, consistent with adopted land-use plans, because it would not provide the necessary infrastructure for service and capacity enhancement.

6) Alternative E would not integrate all transportation improvements with the Mid-Market revitalization planning effort to improve the economic health and productivity of Market Street; therefore, it does not meet the basic objective under Economic Development.

For the foregoing reasons and other reasons specified in this Subsection C, Public Works rejects Alternative E.

6. Alternatives considered but rejected

The DEIR provides a list of 17 alternatives that were considered but rejected. The 17 design concepts were evaluated by the interagency team (Public Works, SFMTA, the planning department, San Francisco County Transportation Authority, and San Francisco Public Utilities Commission), based on their consistency with the proposed project’s goals and compatibility with community-identified design priorities. Of the 17 design concepts evaluated, 13 were focused primarily on Market Street street space allocation and/or allowable operations; four introduced proposed modifications of the parallel section of Mission Street. Information about the 17 design concepts can be found in the Appendix 11 of the DEIR. Public Works is again rejecting the alternatives for the reasons identified in the FEIR. Public Works also rejects these alternatives for the other reasons specified in this Subsection C.

VI. STATEMENT OF OVERRIDING CONSIDERATIONS Public Works finds, notwithstanding the imposition of all feasible mitigation measures, that the identified impacts related to cultural resources, transportation and circulation, and noise and vibration will remain significant and unavoidable. Pursuant to CEQA section 21081, subdivision (b), and CEQA Guideline 15093, Public Works hereby finds, after consideration of the FEIR and all other evidence in the record, that each of the specific overriding economic, legal, social, technological and other benefits of the Project as set forth below independently and collectively outweigh the significant and unavoidable impacts of the Project and

31

is an overriding consideration warranting its approval including implementation of mitigation measures within the responsibility and jurisdiction of San Francisco Public Works and other responsible agencies. Any one of the reasons for approval cited below is sufficient to justify approval of the Project. Thus, even if a court were to conclude that not every reason is supported by substantial evidence, Public Works will stand by its determination that each individual reason is sufficient. The substantial evidence supporting the various benefits can be found in the preceding findings, and in the administrative record. On the basis of the above findings, the findings in Section V.B-C, and the substantial evidence in the whole record of this proceeding, Public Works finds that there are significant benefits that support approval of the Project in spite of the unavoidable significant impacts, and therefore makes this Statement of Overriding Considerations. Furthermore, Public Works has determined that any remaining significant effects on the environment found to be unavoidable are acceptable due to the following specific overriding economic, technological, legal, social and other considerations. The Project will have the following benefits:

1. The project will include elements to separate the movement of private vehicles, transit, pedestrians, and bicycles along the Market Street corridor to reduce collisions, severe injuries, and traffic fatalities by implementing vehicle restrictions on Market Street, traffic signal modifications, and upgraded pedestrian, bicycle, and transit facilities, consistent with the Vision Zero Policy and the Transit First Policy of the City’s Charter.

2. The project will provide facilities that are designed to reduce the likelihood of collisions for people

walking and biking by providing corner bulb-outs, implementing new signal timing, provide raised separation and buffer to separate pedestrians from the sidewalk level bikeway and provide designated places to cross the bicycle facility to reach transit stops and platforms, consistent with the Better Streets Plan.

3. The project will provide facilities that are designed to encourage active transportation and to reduce likelihood of collisions for bicyclists by providing a dedicated and separated sidewalk level bikeway along Market Street, bicycle traffic signals and bike boxes, and two-stage turn queue boxes, consistent with the San Francisco Bicycle Plan.

4. The project will improve surface transit in the project corridor and vicinity by creating Muni-only center lanes, optimizing transit stop spacing, providing Rapid and Local transit options, and implementing private-vehicle restrictions, passive-signal priority and dedicated-signal turning phases, and therefore will promote public transit and further the City’s Transit First Policy and is consistent with the San Francisco Transportation Plan.

5. The project will increase capacity and improve reliability of the F-Line by constructing the F-Loop.

It will provide economic development in the areas that would benefit from a short-run of the F-Line, including the waterfront and Fisherman’s Wharf.

6. The project will correct the barriers along Market Street for people with disabilities by replacing the existing brick sidewalk with ADA compliant pavers.

32

7. The project includes high-quality materials and urban design elements for the City’s pre-eminent

ceremonial street, which would maximize the reuse of underutilized street space to encourage activation of public spaces.

8. The project will plant a broader range of trees to promote a healthy urban forest.

9. The project will replace critical utilities and transportation infrastructure nearing the end of its useful life to keep people, goods, and City services moving.

10. The project will improve Market Street as a destination and will provide outstanding mobility. This improvement in turn will support businesses and residents on Market Street itself and in all locations of the City that enjoy transit connections to Market Street. It will particularly benefit locations served by the F line, an essential transit service for points on the waterfront.

11. The project will improve surface transit on Market Street, supplementing subway service and making the overall system more resilient.

12. The project will generate thousands of jobs during construction. These jobs will provide employment opportunities for San Francisco residents, promote the City's role as a commercial center, and provide additional payroll tax revenue to the City, providing direct and indirect economic benefits to the City.

Having considered these benefits, Public Works finds that the benefits of the Project outweigh the unavoidable adverse environmental effects identified in the FEIR, and that the adverse environmental effects are therefore acceptable.

Attachment D

Final MMRP

CASE NO. 2014.0012E September 23, 2019 Better Market Street

Page 1 of 25

ATTACHMENT B

Section 1: Authority

This Environmental Mitigation Monitoring and Reporting Program (MMRP) has been prepared pursuant to California Environmental Quality Act

(known as CEQA [Public Resources Code sections 21000 et seq.]) section 21081.6 to provide for the monitoring of mitigation measures required

of the Better Market Street Project (project or proposed project), as set forth in the Final Environmental Impact Report (Final EIR) prepared for the

project. This report will be kept on file in the offices of the project sponsor, San Francisco Public Works, 30 Van Ness Avenue, San Francisco,

CA, 94103, and in the offices of the lead agency, San Francisco Planning Department, 1650 Mission Street, Fourth Floor, San Francisco, CA,

94103.

Section 2: Monitoring Schedule

Prior to the issuance of building permits, while detailed development plans are being prepared for approval by the project sponsor, the project

sponsor will be responsible for ensuring compliance with mitigation monitoring applicable to the project construction, development, and design

phases. The project sponsor will prepare or cause to be prepared reports identifying compliance with mitigation measures. Once construction has

begun and is underway, monitoring of the mitigation measures associated with construction will be included in the responsibilities of designated

Agency and/or the project sponsor, who shall prepare or cause to be prepared reports of such monitoring no less than once a month until

construction has been completed. Once construction has been completed, the project sponsor will monitor the project as deemed necessary.

Section 3: Changes to Mitigation Measures

Any substantive change in the monitoring and reporting plan made by the project sponsor shall be reported in writing to the City Environmental

Review Officer. Reference to such changes shall be made in the monthly/yearly Environmental Mitigation Monitoring Report prepared by the

project sponsor. Modifications to the mitigation measures may be made by the project sponsor subject to one of the following findings,

documented by evidence included in the record:

a. The mitigation measure included in the Final EIR and the Mitigation Monitoring and Reporting Program is no longer required because the

significant environmental impact identified in the Final EIR has been found not to exist, or to occur at a level which makes the impact less

than significant as a result of changes in the project, changes in conditions of the environment, or other factors.

OR


Page 2 of 25

b. The modified or substitute mitigation measure to be included in the Mitigation Monitoring and Reporting Program either provides

corrections to text without any substantive change in the intention or meaning of the original mitigation measure, or provides a level of

environmental protection equal to or greater than that afforded by the mitigation measure included in the Final EIR and the Mitigation

Monitoring and Reporting Program; and

The modified or substitute mitigation measures do not have significant adverse effects on the environment in addition to or greater than

those mitigation measures which were considered by the responsible hearing bodies in their decisions on the Final EIR and the proposed

project; and

The modified or substitute mitigation measures are feasible, and the project sponsor, through measures included in the Mitigation

Monitoring and Reporting Program or other project sponsor procedures, can assure their implementation.

Section 4: Support Documentation

Findings and related documentation supporting the findings involving modifications to mitigation measures shall be maintained in the project file

with the MMRP and shall be made available to the public upon request.

Section 5: Format of Mitigation Monitoring and Reporting Program Matrix

The mitigation monitoring and reporting program matrix on the following pages identifies the environmental issue areas for which monitoring is

required, the required mitigation measures, the timeframe for monitoring and reporting, and the responsible implementing, monitoring, and

reporting agencies.

If any mitigation measures are not being implemented, the project sponsor may pursue corrective action. Penalties that may be applied include, but

are not limited to, the following: (1) a written notification and request for compliance; (2) withholding of permits; (3) administrative fines; (4) a

stop-work order; (5) criminal prosecution and/or administrative fines; (6) forfeiture of security bonds or other guarantees; and (7) revocation of

permits or other entitlements

Section 6: Definitions

For purposes of this MMRP, the following definitions are used:

• City’s Environmental Review Officer—The Environmental Review Officer at the San Francisco Planning Department, referred to herein as

“ERO.”

• Public Works —San Francisco Public Works, referred to herein as “project sponsor.”

• SFMTA—San Francisco Municipal Transportation Agency.


Page 3 of 25

DRAFT Mitigation Monitoring and Reporting Program for the Better Market Street Project

NOTE: Each mitigation measure in this document applies to the proposed project and the Western Variant, unless noted otherwise.

Implementation

Responsibility

Mitigation

Schedule

Monitoring/Repor

ting Responsibility

Monitoring

Schedule

MITIGATION AND IMPROVEMENT MEASURES FOR THE BETTER MARKET STREET PROJECT

EIR Section 4.A, Cultural Resources

M-CP-1.a: Prepare and Submit Additional Documentation for the Market

Street Cultural Landscape District

The project sponsor shall prepare Historic American Landscape Survey (HALS)

documentation of the Market Street Cultural Landscape District to level 1

standards. The objective of the documentation shall be to record the extant

character-defining cultural landscape features, spatial arrangement, and setting of

the resource. The project sponsor shall retain a professional who meets the

Secretary of the Interior’s Qualification Standards for Architectural Historian or

Historian (36 CFR, Part 61) and a photographer with demonstrated experience in

HALS/ Historic American Building Survey (HABS) photography to prepare

written and photographic documentation for the Market Street Cultural Landscape

District. The HALS documentation package for the Market Street Cultural

Landscape District shall be reviewed and approved by the planning department’s

preservation staff prior to issuance of an excavation permit for the proposed

project or commencement of construction.

The documentation shall consist of the following:

• HALS-level photographs: HALS standard large-format photography shall be

used to document the Market Street Cultural Landscape District and

surrounding context. The scope of the photographs shall be reviewed and

approved by the planning department’s preservation staff for concurrence, and

all photography shall be conducted according to the current National Park

Service HALS standards. Photographs for the dataset shall include (a)

contextual views of existing settings for the Market Street Cultural Landscape

District in order to document the resource’s overall spatial organization,

circulation patterns, and physical features in relation to the surrounding built

environment of downtown San Francisco; (b) general landscape and detailed

views of all plazas within the Market Street Cultural Landscape District; and

(c) detailed views of the resource’s priority 1, priority 2, and priority 3

character-defining structures/objects, circulation patterns, and vegetation. The

photograph set shall include distant/elevated views to capture the extent and

context of the resource.

o All views shall be referenced on a key map of the property, including each

photograph number with an arrow to indicate the direction of the view.

Project Sponsor and

qualified consultant,

at the direction of the

ERO

Prior to issuance of

excavation permit or

commencement of

construction.

Planning Department

preservation staff

shall review and

approve the HALS

level 1 Market Street

Cultural Landscape

District

documentation

package.

Considered complete

upon completion of

the Planning

Department approved

HALS level 1 Market

Street Cultural

Landscape District

documentation

provided to the

repositories in their

preferred format and

the print-on-demand

booklet is made

available to the

public, upon request.


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o Draft photograph contact sheets and the key map shall be provided to the

planning department’s preservation staff for review to determine the final

number and views for inclusion in the final dataset.

o Historic photographs identified in previous studies shall also be collected,

scanned as high-resolution digital files, and reproduced in the dataset.

Written HALS Narrative Report: A written historical narrative, using the

outline format, shall be prepared in accordance with the HALS Historical Report

Guidelines.

Measured Drawings: A set of measured drawings shall be prepared to document

the overall design, dimensions, location of character-defining features, circulation

patterns, and spatial arrangement of the Market Street Cultural Landscape District.

Original design drawings of the resource, if available, shall be digitized and

incorporated into the measured drawings set. The planning department’s

preservation staff shall assist the consultant in determining the appropriate level of

measured drawings.

Print-On-Demand Booklet: Following preparation of the HALS photography,

narrative report, and drawings sets, a print-on-demand softcover book shall be

produced for the resource that compiles the documentation and historical

photographs. The print-on-demand book shall be made available to the public for

distribution.

• Format of Final Dataset:

o The project sponsor shall submit a final/archival version of photographs,

historical photographs, narrative report, drawings sets, and booklet to the

Library of Congress as an official submittal through the HALS program.

o The project sponsor shall contact the History Room of the San Francisco

Public Library; Northwest Information Center; California Historical

Society; Environmental Design Archives at the University of California,

Berkeley, and the Architectural Archives at the University of Pennsylvania

to inquire whether the research repositories would like to receive a hard or

digital copy of the final dataset. Labeled hard copies and/or digital copies

of the final book, containing the photograph sets, narrative report, and

measured drawings, shall be provided to these repositories in their

preferred format.

o The project sponsor shall prepare documentation for review and approval

by the planning department’s preservation staff, along with the final HALS

dataset, that outlines the outreach, response, and actions taken with regard


Page 5 of 25



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to the repositories listed above. The documentation shall also include any

research conducted to identify additional interested groups and the results

of that outreach. The project sponsor shall make digital copies of the final

dataset, which shall be made available to additional interested

organizations, if requested.

M-CP-1.b: Develop and Implement an Interpretive Program

The project sponsor shall develop an interpretive program that commemorates the

history of Market Street, focusing on its significant association with the Market

Street Redevelopment Plan design of architects John Carl Warnecke and Mario

Ciampi and landscape architect Lawrence Halprin. To contextualize the Market

Street Redevelopment Plan design, interpretive materials shall also include context

themes related to the Market Street Cultural Landscape District’s additional

reasons for significance (e.g., Market Street’s role as San Francisco’s main

circulation artery and facilitator of urban development, Market Street’s role as a

venue for civic engagement in San Francisco). Interpretive materials shall also be

informed by historic context studies of the design work of architects John Carl

Warnecke and Mario Ciampi and landscape architect Lawrence Halprin. The

content of the studies shall include, but not be limited to, the respective designer’s

biography, design process, and overall body of work (with a focus on Bay Area

projects) as well as the social and cultural context of post–World War II San

Francisco Bay Area that influenced the designer’s career. The context studies shall

also include a list of known projects in the Bay Area (buildings and/or landscapes)

designed by the respective designer.

The project sponsor shall retain a qualified consultant meeting the Secretary of the

Interior’s Professional Qualification Standards for Architectural History or History

to develop an interpretive program that conveys the historic context themes listed

above. The selected consultant preparing the context study of Lawrence Halprin

shall have a demonstrated specialization in landscape design history.

In consultation with the project sponsor and the planning department, the qualified

consultant shall prepare an interpretive plan that describes the general format,

locations, materials, and content of the full interpretive program. The interpretive

plan shall be reviewed and approved by the planning department’s preservation

staff prior to the issuance of an excavation permit for the proposed project or

commencement of construction. The interpretive plan shall include, at a minimum,

the following interpretive projects, methods, and materials:

Project Sponsor and



ERO



commencement of

construction.

Planning Department

preservation staff

shall review and

approve the

interpretive program

plan.

Considered complete

upon the Planning

Department’s

approval and the

project sponsor’s

implementation of the

interpretive program

plan.


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Implementation

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Schedule

• Temporary Public Exhibition: The project sponsor shall hire a qualified

architectural historian or historian who meets the Secretary of the Interior’s

Professional Qualification Standards and a professional exhibition designer to

prepare an exhibition for public display in venues physically proximate to

Market Street, such as the San Francisco Public Library; California Historical

Society; San Francisco Bay Area Planning and Urban Research Association;

American Institute of Architects, San Francisco; or a similar space within an

educational or civic organization. The qualified historian(s), working in

cooperation with professional exhibit designer(s), shall craft a public

exhibition about the significant history of the resource using, at a minimum,

the HALS documentation identified above and the existing Better Market

Street Cultural Landscape Evaluation (CLE). In consultation with the planning

department, the project sponsor and consultants shall identify a minimum of

one publicly accessible location for installation of the exhibition and work

with the selected venue(s) to secure a commitment to house the display for an

agreed upon length of time; the interpretive plan shall include documentation

of this commitment and be submitted for review and approval to the planning

department’s preservation staff prior to the issuance of an excavation permit

for the proposed project or commencement of construction. If the required

documentation shows that a good-faith effort was put forward by the project

sponsor to locate an appropriate display location but no commitment could be

procured, then the project sponsor shall consult with the planning department’s

preservation staff and the qualified consultants mentioned above to discuss an

alternative temporary installation of the exhibition at the project site where it

shall be visible and accessible to the public and maintained for the duration of

the construction process.

• Educational Website: The project sponsor shall hire a qualified architectural

historian or historian who meets the Secretary of the Interior’s Professional

Qualification Standards, working in cooperation with professional website

designers, to prepare a Better Market Street educational webpage about the

significant history of the resource using, at a minimum, the HALS

documentation identified above and the existing Better Market Street CLE.

The project sponsor shall house and maintain the webpage in perpetuity on the

project sponsor’s website (http://www.sfpublicworks.org/projects), with links

to the HALS documentation and other interpretive materials outlined in the

project mitigations. A template webpage for the project website shall be

reviewed and approved by the planning department’s preservation staff prior

to the issuance of any site or construction permits.

Temporary Public

Exhibit: Project

Sponsor and qualified

consultant, at the

direction of the ERO.

Temporary Public

Exhibit:

Implementation of the

approved interpretive

plan to occur within

one year of

commencement of

construction.

Temporary Public

Exhibit: Planning

Department

preservation staff

shall review and

approve the

temporary public

exhibition.

Temporary Public

Exhibit: Considered

complete upon the

Planning

Department’s

approval and the

project sponsor’s

implementation of the

temporary public

exhibit.


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• Interpretive Signage: The project sponsor shall incorporate between six and

10 permanent interpretive markers or signs into the design of the proposed

project that interpret the significant history of the resource. The markers shall

be located within the project footprint (on Market Street between Steuart Street

and Octavia Boulevard), and the content shall relate to the specific locations of

the markers/signs within the corridor. The project sponsor shall work with

qualified architectural historians or historians who meets the Secretary of the

Interior’s Professional Qualification Standards, professional graphic designers,

and signage fabricators to determine the designs, placement locations, and

fabrication specifications of the interpretive signage within the project

corridor. The project sponsor shall submit for review and approval an outline

of the proposed permanent interpretive signage to the planning department’s

preservation staff as part of the interpretive plan before issuance of any site or

construction permits for the proposed project.

• Following approval of the interpretive plan by the planning department, and

working with the project sponsor and technical professionals identified above,

the qualified historians shall then develop detailed interpretive content and

applicable design specifications for the public exhibition, educational website,

and interpretive signage. The planning department’s preservation staff shall

review and approve the text, images, and applicable design specifications prior

to the production and installation of the interpretive materials and prior to

substantial completion of the proposed project. Implementation of the

interpretive plan can occur after construction has commenced, but must be

fully implemented within 2 years of final completion.

M-CP-1c: Hold Public Commemorative and Educational Program Series

The project sponsor shall develop and implement a public educational event series

to engage community members and pay tribute to the Market Street

Redevelopment Plan design. The program series shall be developed in

collaboration with a qualified consultant meeting the Secretary of the Interior’s

Professional Qualification Standards for Architectural Historian or Historian and a

professional public arts programmer or partner arts institution. The selected arts

programmer or partner institution shall have experience developing concepts for,

promoting, and implementing large-scale and site-specific public events. The

program series shall include three to five public programs to tell the story of

development of the Market Street Redevelopment Plan. Programs may include

panel discussions and lectures with scholars and designers; collaborative artistic

performances, such as re-enactment of Lawrence and Anna Halprin’s RSVP

cycles; walking tours; parades; and related activities on Market Street. The

Project Sponsor and



ERO



commencement of

construction.

Planning Department

preservation staff

shall review and

approve a preliminary

schedule of the

program series

Considered complete

upon conclusion of

the program series

and video recordings

of the program series

are made available on

the educational

website specified

under M-CP-1b.


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planning department’s preservation staff shall review and approve a preliminary

schedule of the program series before the content and participants are finalized.

The program series must occur prior to issuance of an excavation permit for the

proposed project or commencement of construction. All programs held as part of

the program series shall be recorded by a professional videographer, and the

recordings shall be made available on the educational website specified under M-

CP-1b.

M-CP-4: Tribal Cultural Resources Interpretive Program

If the Environmental Review Officer (ERO) determines that a significant

archeological resource is present and, in consultation with the affiliated Native

American tribal representatives, the ERO determines that the resource constitutes a

tribal cultural resource (TCR) that could be adversely affected by the proposed

project, the proposed project shall be redesigned so as to avoid any adverse effect

on the significant TCR, if feasible.

If the ERO determines that preservation in place of the TCR is both feasible and

effective, then the archeological consultant shall prepare an archeological resource

preservation plan (ARPP). Implementation of the approved ARPP by the

archeological consultant shall be required when feasible.

If the ERO, in consultation with the affiliated Native American tribal

representatives and the project sponsor, determines that preservation in place for

the TCR is not a sufficient or feasible option, the project sponsor shall implement

an interpretive program for the TCR in consultation with affiliated tribal

representatives. An interpretive plan produced in consultation with the ERO and

affiliated tribal representatives, at a minimum, would be required to guide the

interpretive program. The plan shall identify, as appropriate, proposed locations

for installations or displays, the proposed content and materials for those displays

or installations, the producers or artists of the displays or installations, and a long-

term maintenance program. The interpretive program may include artist

installations, preferably by local Native American artists; oral histories with local

Native Americans; artifacts, displays, and interpretation; and educational panels or

other informational displays.

Project Sponsor and



ERO

During construction

Environmental

Review Officer

(ERO) or designee

In the event of the

discovery of a TCR,

considered complete

after implementation

of the Planning

Department approved

interpretation

program


Page 9 of 25



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EIR Section 4.B, Transportation and Circulation

M-TR-1: Construction Management Plan – Additional Measures

As part of the proposed project’s construction management plan, the project

sponsor shall require additional measures to further minimize disruptions to transit,

bicyclists, and pedestrians during project construction. The additional measures

shall include, but not be limited to, the following:

• Establish Temporary Transit-only Lanes and Extend Bus Zones on Mission

Street during Detours – When detours are implemented, SFMTA shall

implement additional transit priority features, such as all-day transit-only

lanes, and extended bus zones on Mission Street, to accommodate the

increased level of bus service on streets adjacent and parallel to Market Street

during construction. Full or partial temporary restrictions may be implemented

on Mission Street between 11th and Steuart streets. The temporary restrictions

would permit only public transit, taxis, and commercial vehicles on Mission

Street in the eastbound and/or westbound directions. The temporary

restrictions could be implemented under the following conditions: (1) at least

one travel lane is closed on Mission Street between 11th and Steuart streets

and that travel lane closure results in only one open lane either in the

eastbound or westbound direction or (2) there is construction activity on

Market Street in the project corridor that would restrict transit operations. If

implemented due to condition #1, the temporary restrictions may apply to the

block(s) on Mission Street where the travel lane closure is occurring and up to

two blocks adjacent to the affected block(s) in the eastbound and westbound

directions. If implemented because of condition #2, the temporary restrictions

may apply to the block(s) on Mission Street where Muni routes would be

diverted because of restrictions on transit operations on Market Street. In

addition, if implemented, the temporary restrictions shall be in place only

during the above-mentioned conditions. When such conditions no longer exist,

the temporary restrictions shall be removed.

• Active Monitoring of Detours – When detours for transit, other vehicles, and/or

people walking and bicycling are implemented, SFMTA shall require that

police officers or parking control officers monitor critical locations along the

detour to promote unobstructed travel by vehicular traffic, transit, and people

walking and bicycling.

• Coordinated Construction Management Plan – If construction of the proposed

project is determined to overlap with construction of any nearby project(s)

involving temporary travel lane closures or temporary sidewalk closures

Project Sponsor,

SFMTA, construction

contractor

Prior to the issuance

of construction

permits;

implementation

ongoing during

construction with

construction updates

provided weekly;

Active Monitoring of

Detours as needed.

Project Sponsor,

SFMTA

Considered complete

upon the submittal

and approval of the

Construction

Management Plan to

the SFMTA


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and/or using the same truck access routes in the project vicinity, the SFMTA

shall require that construction contractor(s) consult with various city

departments, as deemed necessary by the SFMTA, Public Works, and the

Planning Department, to develop a Coordinated Construction Management

Plan and minimize the severity of any disruptions of access to land uses and

transportation facilities.

• Emergency Access Response Plan – The construction contractor(s) shall

submit a project corridor segment-specific emergency access response plan as

part of compliance with bid specifications. This plan shall include fire

department and emergency service access to construction areas and

maintainability of access of emergency services such as fire hydrants.

• Carpool, Bicycle, Walk and Transit Access for Construction Workers – The

project sponsor shall require the construction contractor(s) to include methods

to encourage carpooling, bicycling, walking, and transit access to the project

corridor by construction workers (such as providing secure bicycle parking

spaces, participating in free-to-employee and employer ride matching program

from www.511.org, participating in emergency ride home program through the

City of San Francisco [www.sferh.org], and providing transit information to

construction workers).

• Construction Coordination with Adjacent Businesses – During construction of

the proposed project, the project sponsor shall require that access to all

abutting businesses shall be maintained either through the existing or a

reduced sidewalk area or via temporary access ramps. Signs shall be installed

indicating that the businesses are “open during construction.” All temporary

access ramps shall be in compliance with the ADA.

• Project Construction Updates for Adjacent Businesses and Residents – To

minimize construction impacts on access for nearby institutions and

businesses, the project sponsor shall provide adjacent and nearby businesses

and residents with regularly-updated information regarding project

construction, including construction activities, peak construction vehicle

activities, travel lane closures, and lane closures. At regular intervals to be

defined in the construction management plan, a regular email notice shall be

distributed by the project sponsor that shall provide current construction

information of interest to adjacent businesses and residents, as well as contact

information for specific construction inquiries or concerns.

EIR Section 4.C, Noise


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M-NO-1: Prepare and Implement a Construction Noise Control Plan to

Reduce Construction Noise at Noise-Sensitive Land Uses. The project sponsor shall develop a noise control plan to reduce construction noise

levels to below the 90 dBA Leq combined noise standard during daytime hours

and reduce noise increases over ambient levels from construction activity to 10 dB

or less at noise-sensitive receptor locations. The noise control plan shall also

address measures to minimize sleep disturbance at adjacent residential uses where

nighttime work is required such that noise levels do not exceed 80 dBA Leq during

nighttime hours at residential uses. Implementation of these measures will reduce

noise by maximizing the distance between construction sources and receptors,

providing shielding between sources and receptors, and limiting when noise-

generating construction activity will occur. The noise control plan shall require the

following:

• Construction contractors shall specify noise-reducing construction practices

that will be employed to reduce construction noise from construction activities.

The measures shall be reviewed and approved by Public Works prior to the

issuance of construction permits. Measures that can be used to limit noise

include, but are not limited to, those listed below.

o Locate construction equipment as far as feasible from noise-sensitive

uses.

o Require that all construction equipment powered by gasoline or diesel

engines have sound control devices that are at least as effective as those

originally provided by the manufacturer and that all equipment be

operated and maintained to minimize noise generation.

o Prohibit idling of inactive construction equipment for prolonged periods

(i.e., more than 2 minutes).

o Prohibit gasoline or diesel engines from having unmuffled exhaust

systems.

o Equipment and trucks used for project construction shall utilize the best

available noise control techniques (e.g., improved mufflers, equipment

redesign, intake silencers, ducts, engine enclosures, acoustically

attenuating shields or shrouds) wherever feasible.

o Monitor the effectiveness of noise attenuation measures by taking noise

measurements. A plan for noise monitoring shall be provided to the City

for review prior to the commencement of each construction stage.

o Prohibit pavement breaking during nighttime hours (between 10 p.m.

and 7 a.m.).

Project Sponsor,

construction

contractors

Prior to the issuance

of construction

permits; Construction

contractors will

submit a plan for

noise monitoring to

the Project Sponsor

prior to the

commencement of

each construction

stage; implementation

ongoing during

construction.

Project Sponsor Considered complete

upon submission of a

noise monitoring

report after each

construction phase

and completion of

construction


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o Minimize equipment noise during nighttime hours within 100 feet of the

nearest residential use.

o Use noise-reducing enclosures or curtains around equipment that has the

potential to disturb nearby land uses.

• Impact tools (e.g., jack hammers, pavement breakers, rock drills) used for

project construction shall be “quiet” gasoline-powered compressors or

electrically powered compressors, and electric rather than gasoline- or diesel-

powered engines shall be used to avoid noise associated with compressed air

exhaust from pneumatically powered tools. However, where the use of

pneumatic tools is unavoidable, an exhaust muffler on the compressed air

exhaust of the pneumatic tools shall be used; this muffler can lower noise

levels from the exhaust by up to about 10 dBA. External jackets on the tools

themselves shall be used; which could achieve a reduction of 5 dBA. Quieter

equipment shall be used when feasible, such as drills rather than impact

equipment.

• Construction contractors shall be required to use “quiet” gasoline-powered

compressors or electrically powered compressors and electric rather than

gasoline- or diesel-powered forklifts for small lifting.

• Stationary noise sources, such as temporary generators, shall be located as far

from nearby receptors as possible; they shall be muffled and enclosed within

temporary enclosures and shielded by barriers, which could reduce

construction noise by as much as 5 dB, or other measures, to the extent

feasible.

• Prior to the issuance of the construction permit, along with the submission of

construction documents, the project sponsor shall submit to the Planning

Department and Department of Building Inspection a list of measures for

responding to and tracking complaints pertaining to construction noise. These

measures shall include:

o Identification of measures that will be implemented to control construction

noise.

o A procedure and phone numbers for notifying the Department of Building

Inspection, the Department of Public Health, or the Police Department of

complaints (during regular construction hours and off hours).

o A sign posted onsite describing noise complaint procedures and a

complaint hotline number that shall be answered at all times during

construction.


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o Designation of an onsite construction complaint and enforcement manager

for the project.

A plan for notification of neighboring residents and nonresidential building

managers within 200 feet of the project construction area at least 30 days in

advance of extreme noise-generating activities (defined as activities that generate

noise levels of 90 dBA or greater) about the estimated duration of the activity and

the associated control measures that will be implemented to reduce noise levels.

M-NO-3: Nighttime Construction Vibration Control Measures – Annoyance

Prior to issuance of a construction permit, a detailed pre-construction vibration

assessment and monitoring plan shall be prepared for all construction activities

conducted between the hours of 8 p.m. and 7 a.m. This plan shall evaluate and

select the smallest feasible equipment that can be used during this construction

period, and shall recommend the specific location of equipment within the

construction area to maximize the distance between the vibration-generating

sources and vibration-sensitive receptors. This plan shall also require that vibration

levels at vibration-sensitive receptors along the project corridor do not exceed a

PPV vibration level of the strongly perceptible level of 0.10 in/sec for continuous

sources and 0.90 in/sec for transient sources.

• Retain the services of a qualified professional to prepare a pre-construction

assessment and vibration monitoring plan. This assessment and vibration

monitoring plan shall identify all vibration-sensitive receptors adjacent to the

project corridor which could be exposed to vibration from nighttime

construction activities exceeding a PPV vibration level of 0.10 in/sec for

continuous sources and 0.90 in/sec for transient sources. The qualified

professional shall submit the plan to Public Works for review and approval

prior to issuance of a construction permit.

• Inform vibration-sensitive receptors of upcoming construction activities that

may generate high levels of vibration a minimum of one week in advance of

such construction activities. Method of notification shall include mailed

notices as well as notifications hand-posted on doorways. The notification

shall include the name and contact information for a person that can be

reached during nighttime construction hours.

• Perform real-time vibration monitoring during all construction activities

conducted between the hours of 8 p.m. and 7 a.m. at a location representative

of the nearest vibration sensitive receptor. If vibration levels exceed a PPV

vibration level of 0.10 in/sec for continuous sources and 0.90 in/sec for

transient sources, the vibration monitor shall immediately alert the

Project Sponsor,

construction

contractors

Construction

contractors will

submit a pre-

construction vibration

assessment and

monitoring plan to the

Project Sponsor prior

to issuance of a

construction permit;

implementation

ongoing during

construction



monitoring report

every 30 days during

construction and

completion of

construction


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construction manager, who shall immediately cease construction activity.

Construction activity shall resume only after the vibration-generating

equipment is adjusted or relocated such that the PPV vibration level no longer

exceeds 0.10 in/sec for continuous sources and 0.90 in/sec for transient

sources, or such activity is otherwise conducted between the hours of 7 a.m.

and 8 p.m.

EIR Section 4.D, Air Quality

M-AQ-1: Off-Road Construction Equipment Emissions Minimization

A. Equipment Requirements

a. All off-road equipment with engines (greater than or equal to 90

horsepower) shall meet EPA or air resources board Tier 4 final off-road

emissions standards, while equipment with smaller engines (less than 90

horsepower) shall meet or exceed Tier 3 off-road emissions standards.

B. Waivers

a. The planning department’s environmental review officer (ERO) or

designee may waive the requirement for an alternative source of power

from subsection (A) if an alternative source of power is limited or

infeasible at the project site. If the ERO grants the waiver, the contractor

must submit documentation that the equipment used for onsite power

generation meets the requirements of subsection (A).

b. The ERO may waive the equipment requirements of subsection (A) if

use of a particular piece of off-road equipment with a Tier 4 final or Tier 3

compliant engine is not feasible or reasonable, the equipment would not

produce the desired emissions reductions because of the expected operating

modes, installation of the equipment would create a safety hazard or impair

visibility for the operator, or a compelling emergency exists that would

require the use of off-road equipment that is not Tier 4 final or Tier 3

compliant. If seeking an exception, the project sponsor shall demonstrate to

the ERO’s satisfaction that the resulting construction emissions would not

exceed the NOX threshold of significance, as identified within the EIR

under Impact AQ-1. If the ERO grants the waiver, the contractor must use

the next-cleanest piece of available off-road equipment, according to the

table below:

Compliance Alternativea Engine Emission Standard

1 Tier 4 Interim

Project Sponsor,

construction

contractors

Prior to issuance of a


implementation

ongoing during

construction

Environmental

Review Officer

(ERO) or designee

Considered complete

upon Planning

Department review

and approval of

Construction

Emissions

Minimization Plan,

ongoing review and

approval of quarterly

reports, and review

and approval of final

construction report


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2 Tier 3 with air resources board Level 3 VDECsb

3 Tier 3

4 Tier 2 with air resources board Level 3 VDECs

Notes: a If the environmental review officer (ERO) or designee determines that the equipment requirements cannot be met, then the contractor shall meet Compliance Alternative 1. If

the ERO or designee determines that the contractor cannot supply off-road equipment

meeting Compliance Alternative 1, then the contractor shall meet Compliance

Alternative 2. If the ERO or designee determines that the contractor cannot supply off-

road equipment meeting Compliance Alternative 2, then the contractor shall meet Compliance Alternative 3. If the ERO or designee determines that the contractor cannot

supply off-road equipment meeting Compliance Alternative 3, then the contractor shall

meet Compliance Alternative 4.

VDECs = Verified Diesel Emission Controls


Page 16 of 25


NOTE: Each standard construction measure in this document applies to the proposed project and the Western Variant, unless noted otherwise.

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PUBLIC WORKS STANDARD CONSTRUCTION MEASURES FOR THE BETTER MARKET STREET PROJECT

Air Quality: All projects will comply with the Construction Dust Control

Ordinance (see Attachment A of Public Works Standard Construction Measures

for Public Works Projects dated June 26, 2017). Major construction projects that

are estimated to require 20 or more days of cumulative days of work within the Air

Pollutant Exposure Zone must comply with the additional clean construction

requirements of the Clean Construction Ordinance (see Attachment B of Public

Works Standard Construction Measures for Public Works Projects dated June 26,

2017).

Project Sponsor,

construction

contractors

Ongoing during

construction



Site-Specific Dust

Control Plan for the

review and approval

of the Department of

Public Health

Traffic: All projects will implement traffic control measures sufficient to maintain

traffic and pedestrian circulation on streets affected by construction of the project.

The measures will also, at a minimum, be consistent with the requirements of San

Francisco Municipal Transportation Agency (SFMTA)'s Blue Book. Traffic

control measures may include, but not be limited to, flaggers and/or construction

warning signage of work ahead; scheduling truck trips during non-peak hours to

the extent feasible; maintaining access to driveways, private roads, and off-street

commercial loading facilities by using steel trench plates or other such method;

and coordination with local emergency responders to maintain emergency access.

Any temporary rerouting of transit vehicles or relocation of transit facilities would

be coordinated with SFMTA Muni Operations.

Project Sponsor,

construction

contractors

Ongoing during

construction

Project Sponsor;

SFMTA Muni

Operations

Considered complete

upon the submittal

and approval of the

Construction

Management Plan to

the SFMTA

Noise: All projects will comply with local noise ordinances regulating

construction noise. Public Works shall undertake measures to minimize noise

disruption to nearby neighbors and sensitive receptors during construction. These

efforts could include using best available noise control technologies on equipment

(i.e., mufflers, ducts, and acoustically attenuating shields), locating stationary

noise sources (i.e., pumps and generators) away from sensitive receptors, erecting

temporary noise barriers, and other such measures.

During nighttime construction activities, the following shall apply: impact tools

and vibratory pile drivers shall have intake exhaust mufflers and/or acoustically

attenuating shields or shrouds recommended by the manufacturers and approved

by the Director of Public Works; the construction contractor shall avoid using

water blasters; arid the use of vehicles that are legally required to be equipped with

backing warning alarms will be reduced to the extent feasible; and administrative

controls as defined in the California Code of Regulations, Title 8 Sec. 1592 will be

used for worker protection for backing movements by other vehicles. Hours of

vibration-intensive activities, such as vibratory pile driving, shall be restricted to

between 7:00 a.m. and 8:00 p.m.

Project Sponsor,

construction

contractors

Ongoing during

construction


upon Project Sponsor

enforcement of local

noise ordinances


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Cultural Resources: All projects that will alter a building or structure,

produce vibrations, or include soil disturbance will be screened to assess

whether cultural resources are or may be present and could be affected, as

detailed below.

Archeological Resources. No archeological review is required for a project that

will not entail soil disturbance. Projects involving soil disturbance will initially

be screened by Public Works Regulatory Affairs staff to identify whether there is

demonstrable evidence of prior soil disturbance at the project site to the

maximum vertical and horizontal extent of the current project's planned

disturbance. Public Works will complete the Public Works Preliminary

Archeological Checklist (PAC), Part I only (see Attachment D of Public Works

Standard Construction Measures for Public Works Projects dated June 26, 2017).

For projects where prior complete soil disturbance has occurred throughout areas

of planned work, Public Works will provide evidence of the previous disturbance

in the environmental application to be reviewed by Environmental Planning (EP)

Archeological staff.

1) For projects that are on previously undisturbed sites or where the

depth/extent of prior soil disturbance cannot be documented, or where the

planned project-related soil disturbance will extend beyond the depth/extent

of prior soil disturbance, additional screening will be carried out as detailed

below and shown on the flow chart titled "Public Works Standard

Construction Measure #9 Archeological Assessment Process" (see

Attachment E of Public Works Standard Construction Measures for Public

Works Projects dated June 26, 2017). The EP Archeologist will complete the

Preliminary Archeological Checklist, Part II (PAC) for the project, which

will include recommendations for one of three Standard Archeological

Measures (I - Discovery, II - Monitoring, or Ill - Testing/Data Recovery) to

be implemented by Public Works to protect and/or treat significant

archeological resources identified as being present within the site and

potentially affected by the project (see Attachment F, G and H of Public

Works Standard Construction Measures for Public Works Projects dated

June 26, 2017). Additional research and documentation, such an

Archeological Research Design and Treatment Plan (ARDTP),

Archeological Sensitivity Study (ASA), or an archeological field survey,

may also be requested by the EP Archeologist. These documents should be

completed by a qualified consultant from the EP Archeological Resources

Consultant Pool and should by scoped, reviewed, and approved by the EP

Project Sponsor,

construction

contractors



implementation

ongoing during

construction

Project Sponsor, the

EP Archeologist staff,

the ERO, CCSF

Planning Department

Preservation staff

Considered complete

after the Public

Works Preliminary

Archeological

Checklist (PAC)

process is completed

and approved


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Archeologist.

2) Public Works shall implement the PAC recommendations prior to and/or

during project construction consistent with Standard Archeological

Measures I, II, and Ill, and shall consult with the EP Archeologist in

selecting a qualified archeological consultant from the EP Archeological

Resources Consultant Pool, as needed, to implement these measures.

3) Soil-disturbing activities in archeologically sensitive areas, as identified

through the above screening, will not begin until required

preconstruction archeological measures of the PAC (e.g., preparation of

an Archeological Monitoring Plan, Archeological Treatment Plan,

and/or an Archeological Research Design and Data Recovery Plan)

have been implemented.

Public Works, the EP Archeologist and the ERO will revisit the PAC process

outlined above one year after these measures are finalized.

Historic (Built Environment) Resources. Public Works will consult with CCSF

Planning Department Preservation staff to determine if projects that would modify

an existing building, structure, or landscape feature require preservation review

and if a Historic Resource Evaluation (HRE) will be required. The HRE will be

prepared by a qualified architectural historian and will be scoped with CCSF

Planning Department Preservation staff. Where the potential for the project to have

adverse effects on an historical resource is identified by CCSF Planning

Department Preservation staff, the CCSF Planning Department Preservation

Planner will consult with Public Works to determine if the project can be

conducted as planned or if the project design can be revised to avoid the significant

impact. If these options are not feasible, the project will need to undergo further

environmental review with the CCSF Planning Department and mitigation may be

required. If so, the project would not qualify for a Categorical Exemption from

CEQA review.

Within historic districts established by ordinance, and/or mapped by the San

Francisco Planning Department as eligible for or on the California Register of

Historic Resources and/or the National Register of Historic Places, all

distinctive sidewalk elements such as brick _ surfacing, brick gutters, granite

curbs, cobblestones and non-standard sidewalk scoring, and streetscape

elements that may include, but are not limited to, streetlights, sidewalk lights,

sidewalk elevators and chutes, benches, and utility plates, that appear to be 45

years or older will be treated as potentially character-defining features of their

respective historic districts. For those locations, historic materials will be


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protected in place (preferred method), salvaged and re-installed, or replaced in-

kind to match the existing color, texture, material, and character of the existing

condition.

Where construction will take place in proximity to a building or structure

identified as a significant historical resource but would not otherwise directly

affect it, Public Works will implement protective measures, such as but not

limited to, the erection of temporary construction barriers to ensure that

inadvertent impacts to such buildings or structures are avoided. These measures

shall require the development of a Construction Best Practices for Historical

Resources Plan and a plan outlining the Construction Monitoring for Historical

Resources Program to be reviewed and approved by CCSF Planning

Department Preservation staff.

If a project includes or is directly adjacent to historic buildings or structures

susceptible to vibration (such as but not limited to unreinforced masonry, earthen

construction, lathe and plaster, or fragile architectural ornamentation) as

determined in consultation with CCSF Planning Department Preservation staff,

Public Works will determine if vibrations associated with proposed construction

activities has the potential to cause damage to such buildings or structures.

Generally, vibration below 0.12 inches per second peak particle velocity does not

have the potential to damage sensitive buildings or structures. A vibration study

may be necessary to determine if such vibration levels will occur. If Public Works

determines in consultation with CCSF Planning Department Preservation staff that

vibration damage may occur, Public Works will engage a qualified historic

architect or historic preservation professional to document and photograph the pre-

construction condition of the building and prepare a plan for monitoring the

building during construction. The monitoring plan will be submitted to and

approved by CCSF Planning Department Preservation Planner prior to the

beginning of construction and will be implemented during construction. The

monitoring plan will identify how often monitoring will occur, who will undertake

the monitoring, reporting requirements on vibration levels, reporting requirements

on damage to adjacent historical resources during construction, reporting

procedures to follow if such damage occurs, and the scope of the preconstruction

survey and post-construction conditions assessment.

If any damage to a historic building or structure occurs, Public Works will

modify activities to minimize further vibration. If any damage occurs, the

building will be repaired following the Secretary of the Interior's Standards for

the Treatment of Historic Properties under the guidance of a qualified historic

architect or historic preservation professional in consultation with CCSF


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Department Preservation Planner.

Public Works Archaeological Measure I (Archaeological Discovery)

(Attachment E of Public Works Standard Construction Measures for Public

Works Projects dated June 26, 2017)

The following requirements are applicable to:

• All projects that will include soil disturbance,

• Any discovery of a potential historical resource or of human remains, with or

without an archeological monitor present.

Prior to ground disturbing activities:

A. Alert Sheet. Public Works shall, prior to any soils disturbing activities,

distribute the Planning Department archeological resource "ALERT" sheet to

each project contractor or vendor involved in project-related soils disturbing

activities; ensure that each contractor circulates it to all field personnel; and

provide the Environmental Review Officer (ERO) with a signed affidavit from

each contractor confirming distribution to all field personnel.

Upon making a discovery:

B. Work Suspension. Should a potential archeological resource be encountered

during project soils disturbing activity, with or without an archeological monitor

present, the project Head Foreman shall immediately suspend soils-disturbing

activities within 50 feet (15 meters) of the discovery in order to protect the find

from further disturbance, and notify the Public Works Project Manager (PM)

and/or environmental planning staff, who shall immediately notify the ERO for

further consultation.

C. Qualified Archeologist. All archeological work conducted under this measure

shall be performed by an archeologist who meets the Secretary of the Interior's

Professional Qualifications Standards (36-CFR 61); consultants will be selected

in consultation with the ERO and meeting the criteria or specialization required

for the resource type as identified by the ERO in a manner consistent with Public

Works's on-call contracting requirements.

D. Assessment and Additional Measures. If the ERO determines that the discovery

is a potential archeological/historical resource, the archeologist, in consultation

with the ERO, shall document the find, evaluate based on available information

whether it qualifies as a significant historical resource under the CEQA criteria,

and provide recommendations for additional treatment as warranted. The ERO

will consult with Public Works and the qualified archeologist on these

recommendations and may require implementation of additional measures as set

forth below in Archeological Measures II and Ill, such as preparation and

Project Sponsor,

construction

contractors, and



ERO



implementation

ongoing during

construction



and the ERO

Considered complete

upon completion of

the ALERT sheet,

and submittal of a

Final Archeological

Resources Report

(FARR) for review

and approval by the

ERO.


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implementation of an Archeological Monitoring Plan, an Archeological Testing

Plan, and/or an Archeological Data Recovery Plan, and including associated

research designs, descendant group consultation, other reporting, curation, and

public interpretation of results.

E. Report Reviews. All plans and reports prepared by an archeological consultant,

as specified herein, shall be submitted first and directly to the ERO for review

and comment with a copy to the Public Works and shall be considered draft

reports subject to revision until final approval by the ERO.

F. Draft and Final Archeological Resources Reports. For projects in which a

significant archeological resource is encountered and treated during project

implementation (see Archeological Measures II and III), the archeological

consultant shall submit a draft Final Archeological Resources Report (FARR) to

the ERO that evaluates the historical significance of any discovered

archeological resource and describes the archeological and historical research

methods employed in the archeological testing/monitoring/data recovery

program(s) undertaken, research questions addressed, and research results.

Information that may put at risk any archeological resource shall be provided in

a separate, removable insert within the draft final report.

Once approved by the ERO, copies of the FARR shall be distributed as follows:

two copies to the applicable California Historic Information System Information

Center (CHRIS), one copy to each descendant group involved in the project, and

documentation to the San Francisco Planning Department of transmittal of the

above copies. In addition, the Planning Department shall be provided one bound,

one unbound and one unlocked, searchable PDF copy on CD of the FARR,

which shall include copies of any formal site recordation forms (CA DPR 523

series) and/or National Register of Historic Places/California Register of

Historical Resources nominations.

G. Other Reports. In instances of high public interest or interpretive value, the ERO

may require different or additional final report content, format, and distribution

than that presented above.

H. Human Remains, Associated or Unassociated Funerary Objects. Public Works

shall ensure that human remains and associated, or unassociated funerary objects

discovered during any soils disturbing activity are treated in compliance with

applicable State and federal laws. In the event of the discovery of potential

human remains, the construction contractor shall ensure that construction

activity within 50 feet of the find is halted and the Public Works PM, ERO, and

the County Coroner are notified immediately. If the Coroner determines that the

remains are of Native American origin, he/she will notify the California State


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Native American Heritage Commission. Subsequent consultation on and

treatment of the remains shall be conducted consistent with Public Resources

Code Section 5097.98 and CEQA Guidelines Section 15064.S(d), in

consultation with the ERO.

I. Consultation with Descendant Communities. Consistent with AB 52

requirements, if requested, Public Works shall provide opportunities for Native

American descendant groups to provide input during project planning for

projects that may affect potential Tribal Cultural Resources. In addition, on

discovery during construction of an archeological site associated with

descendant Native Americans, the Overseas Chinese, or other descendant group,

an appropriate representative of the descendant group shall be contacted by

Public Works at the direction of the ERO. Public Works will offer this

representative the opportunity to monitor archeological field investigations of

the site and to consult with the ERO regarding the appropriate treatment and, if

applicable, interpretation of the site and the recovered materials.

J. Construction Delays. Archeological monitoring and/or data recovery programs

required by this measure may suspend construction of the project for up to a

maximum of four weeks. At the direction of the ERO, the suspension of

construction can be extended beyond four weeks only if this is the only feasible

means to reduce potential effects on a significant archeological find to a less-

than-significant level.

Public Works Archaeological Measure II (Archaeological Monitoring)

(Attachment F of Public Works Standard Construction Measures for Public


A. Archeological Monitoring Plan (AMP). Where an archeological field

investigation to identify expected buried or submerged resources cannot

reasonably be carried out during project planning/ environmental review (for

example, where definitive determination would require extensive street

opening prior to construction), prior to any project-related soils disturbing

activities the qualified archeologist identified under Archeological Measure

I.C. shall consult with Public Works and the ERO to develop an Archeological

Monitoring Plan (AMP). The AMP which will be implemented in conjunction

with soil-disturbing activities during construction. Preparation and

implementation of an AMP also may be required based on the results of pre-

construction archeological testing or upon a discovery during construction.

The AMP shall include the following elements, at minimum:

Project Sponsor,

construction

contractors, and



ERO



implementation

ongoing during

construction



and the ERO

Considered complete

upon completion of

the Archeological

Monitoring Plan

(AMP) for review and

approval by the ERO

and submittal of a

Final Archeological

Resources Report

(FARR) for review

and approval by the

ERO..


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• Historical context and research design for assessment of resource types likely

to be encountered;

• Project activities to be archeologically monitored and intensity of monitoring

of each type and location of project construction activity; and

• Procedures for the documentation, significance and integrity assessment,

treatment, interpretation and reporting of the types of resources likely to be

encountered.

B. Reporting. Whether or not significant archeological resources are

encountered, the archeological consultant shall submit a written report of the

findings of the monitoring program to the ERO at the end of construction (See

Archeological Measure I.E [Report Reviews] and I.F. [Draft and Final

Archeological Research Report]).

C. Monitoring Authorities

• The archeological monitor will have the authority to halt construction activity

at the location of a suspected resource for inspection, documentation, and

assessment of the need for further measures as set forth in Archeological

Measure Ill.

• The Archeological Monitor shall record and be authorized to collect soil

samples and artifactual/ecofactual material as warranted for analysis.

• The Archeological Monitor(s) shall be present on the project site according to

a schedule identified in the AMP, subject to modification upon ERO

concurrence, based on findings.

D. Testing/Data Recovery. In the event of a discovery during construction, if the

ERO and archeological consultant determine that the discovery is a significant

resource (that is, a resource that meets the eligibility criteria of the California

Register of Historic Resources or qualifies as a unique archeological resource)

that will be adversely affected (that is, where the project would result in loss

of data potential) or that additional investigation is required to make this

determination, all applicable elements of Archeological Measure Ill

(Archeological Testing/Data Recovery) also shall be implemented.

Public Works Archaeological Measure III (Testing/Data Recovery)

(Attachment G of Public Works Standard Construction Measures for Public


The following provisions apply prior to or during construction when a significant

archeological resource (as defined in Measure 11.D) or an archeological resource

of undetermined significance is expected to be present in the work area and the

ERO, in consultation with the qualified archeologist, determines that an

Project Sponsor,

construction

contractors, and



ERO



implementation

ongoing during

construction



and the ERO

Considered complete

upon implementation

of an Archeological

Testing Plan (ATP)

and submittal of a

Final Archeological

Resources Report


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archeological field investigation is needed to determine: a) the presence of an

archeological resource, b) whether it retains depositional integrity, and c) whether

it qualifies as a legally significant resource under CEQA criteria. All archeological

work under this Measure will be carried out by a qualified archeologist as

identified in Archeological Measure I.C. Per Archeological Measure I.J,

implementation of this measure shall not exceed four weeks except at the direction

of the ERO and only if this is the only feasible means to reduce potential effects on

a significant archeological find to a less than-significant level.

A. Archeological Testing Program. If an archeological investigation is required

in order to verify resource location and/ or assess the significance of the

resource, the archeological consultant shall consult with the ERO to prepare

and implement an Archeological Testing Plan (ATP) that identifies:

• Key research questions and associated data needs,

• Testing/ sampling methods, and

• Testing locations.

Results of testing shall be presented to ERO in a written report following

Measure I.E. If, based on the archeological testing program, the archeological

consultant finds and the ERO concurs that significant archeological resources

may be present, Measures III.B and/or III.C below will be implemented.

B. Treatment. If the project could adversely affect a significant (CRHR-eligible)

archeological resource, preservation in place is the preferred manner of

mitigating impacts, as detailed in CEQA Guidelines 15126.G(b) (3)(a) and

(b).

If preservation in place is determined to be infeasible, the Public Works at its

discretion shall either:

• Re-design the proposed project so as to reduce the adverse effect to a

less than-significant level through preservation in place or other feasible

measures; and/or

• For a resource important for its association with an important event or

person, or which is of demonstrable public interest for both its scientific

and historical values (e.g., a submerged ship), and where feasible,

preserve the resource in place with appropriate documentation; or, if not

feasible to preserve in place, systematically document and/or recover for

interpretive use, at the discretion of the ERO, and/or;

(FARR) for review

and approval by the

ERO.


Page 25 of 25



Implementation

Responsibility

Mitigation

Schedule

Monitoring/Repor

ting Responsibility

Monitoring

Schedule

• For an archeological resource significant primarily for its data potential,

design and implement an archeological data recovery program, as

detailed under Measure III.D, below.

C. Archeological Data Recovery Plan (ADRP). For resources for which the

elected treatment is archeological data recovery, the archeological consultant,

in consultation with the ERO, shall prepare and implement an ADRP. It will

identify how the significant information the archeological resource is

expected to contain will be recovered and preserved. Data recovery results

will be reported in the FARR, as detailed in Measure I.F. The ADRP shall

include the following elements:

• Historic context and research design

• Field methods and procedures, including sampling strategy

• Archeological monitoring recommendations for ongoing construction

• Cataloguing and laboratory analysis

• Discard, deaccession, and curation policy

• Interpretive program

• Security measures

draft bms public works order...

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