►
Description
City of San José, California
Envision San José 2040 General Plan 4-Year Review Task Force Meeting of September 21, 2020
This public meeting will be conducted via Zoom Webinar. For information on public participation via Zoom, please refer to the linked meeting agenda below.
Agenda https://www.sanjoseca.gov/home/showdocument?id=63967
A
A
A
A
B
C
C
Great!
Thank
you.
So
after
the
last
meeting
you
know
it
got
a
little
complicated
with
various
motions
and
and
it
you
know
it
looked
like
we
were,
it
felt
a
bit
like
we
were
making
the
sausage
as
we
were
going
along.
So
I
asked
staff
to
help
us
all
remember,
given
that
we
started
this
process
over
a
year
ago.
C
B
B
So
the
general
plan
four-year
review
task
force,
is
an
advisory
body
to
staff
through
the
task
force
meetings.
Staff
incorporates
the
task
force
recommendations
on
the
four-year
review,
scope
of
work
into
the
staff
report
package
for
city
council
consideration
and
approval
the
task
force
meetings,
follow
the
rosenberg's
rules
of
order,
a
simplified
version
of
robert's
rules
of
order.
B
The
meeting
procedures
include
the
following
establishing
a
quorum
where
more
than
half
the
majority
of
task
force.
Members
are
present.
At
this
point.
It
is
21
members
the
agenda
to
let
everyone
know
what
is
being
discussed
and
the
order
of
items
at
the
meeting
and
the
chair
or
co-chair.
Who
conducts
the
meeting
the
chair
would
ask
task,
force
members
for
input
or
clarifications.
B
There
are
three
types
of
motions:
the
basic
motion
is
the
one
that
puts
forth
a
discussion
for
the
task
force.
Consideration
motion
to
amend
seeks
to
retain
the
basic
motion
if
the
maker,
the
person
and
the
person
who
second
the
motion
accepts
the
friendly
amendment
that
now
becomes
the
pending
motion
on
the
floor.
B
B
B
Most
motions
require
a
simple
majority
to
pass
an
example
of
meeting
a
two-third
majority
is
a
motion
to
limit
or
stop
the
discussion.
This
is
also
known
as
to
call
the
question,
and
that
concludes
that
presentation
on
meeting
procedures
and
I'll
pass
it
back
to
our
co-chair
teresa
for
any
comments.
C
Thank
you
very
much
steph
I
just
wanted
to
you
know,
encourage
us
to
continue
in
the
vein
of
having
consensus
conversation.
I
certainly
hope
we
don't
need
to
fall
back
on
the
on
the
rules,
but
I
do
have
them
printed
out.
So
if
we,
if
it
gets
to
that-
and
we
have
three
motions
on
the
floor-
I
I
have
that
with
me,
but.
C
D
Okay,
if
you
have
a
an
amend,
an
amendment
to
a
motion
and
that
gets
approved,
then
the
usual.
You
end
up
with
two
motions
on
the
floor
again
and
you
can
come
and
then
a
substitute
motion.
If
you
have
a
motion
and
then
a
substitute
motion
comes
on,
can
you
do
an
amendment
to
the
first
motion
and
if
it
gets
approved,
then
you
have
two
motions
on
the
floor
and
can
add
another
amendment.
C
So
you
have
a
basic
motion:
if
you
have
an
amendment
that
means
that
you're
making
a
tweak
to
the
first
motion.
Yes
and
that
is
then
on
the
floor.
If
someone
decides
you
know
what
I
don't
even
like
the
tweak.
I
don't
want
that
motion.
I'm
going
to
make
a
substitute
that
third
one
becomes
the
motion
that
we
are
talking
about
and
it
eliminates
if
it
if
it
gets
passed,
and
it
would
only
need
a
majority
vote,
then
that
eliminates
the
previous
two
and
we.
D
C
G
D
H
C
H
I
I
H
H
D
H
K
Yeah,
so
just
a
clarification,
yeah,
that's
my
understanding
as
well,
but
if
it's
a
friendly
amendment
it
gets
absorbed
and
doesn't
get
voted
on
until
the
main
motion
gets
voted
on.
If
it's
friendly,
that's
the
one
thing
I
understand,
but
the
second
thing
that
that
kind
of
was
discussed
very
quickly
was
the
call
to
question,
and
I
want
to.
K
C
K
K
C
K
K
C
K
C
L
E
D
C
M
Hello
blair
beekman
here
this
is
one
of
my
first
general
plan
meetings.
I've
been
to
thank
you
I
understand.
Thank
you.
I
understand
you
had
a
difficult
meeting
in
august,
so
I
won't
try
to
push
too
hard.
My
own
points
of
view
today.
I
just
had
the
quick
thought
I'll
have
public
comment
later.
I
assume
I
is.
This
can
be
a
time
to
ask
for
public
comment
about
the
approval
of
the
august
minutes
process.
Can
I
can
I
speak
publicly
on
that?
M
Thank
you.
Thank
you
very
much.
You
know
I'm
totally
inexperienced
and
totally
thin
in
knowledge
about
how
to
talk
about
opportunity,
housing
ideas.
I
think
it
was
called
in
the
minutes
last
time.
I
simply
wanted
to
offer
that
you
know
there's
incredibly
interesting
mixed
income
ideas
of
housing
that
have
been
developing
since
2019
pre-covered
19
that
were
really
growing
in
really
nice
terms,
and
I
I
just
wanted
to
remind
you
of
those
ideas
at
this
time
and
thank
you.
Thank.
C
E
C
O
F
Thank
you
jess
and
teresa
hi
everyone.
This
is
wilson
tim
from
the
department
of
transportation
and
today,
I'm
very
happy
to
present
on
item
number
eight
of
the
task
force
scope,
which
is
to
evaluate
tier
two
strategies
for
transportation
policies
and
actions
under
the
general
plan,
and
so
you
know
like
vmt
is
a
wonky
subject,
and
I
try
to
be
you
know
as
simple
as
possible
here.
So
so
you
know
bmt
or
vehicle
miles.
F
Now
it
nine
years
have
passed
and
we
are
in
a
different
situation
than
before.
In
the
case
that,
like
we
have,
you
know
gotten
a
lot
of
progress
over
time.
Some
of
the
progresses
include,
you
know
we
have
some
state
laws
that
try
to
advocate
for
statewide
greenhouse
gas
emission
reductions,
and
we
also
have
adopted
a
very
ambitious
climate
action
plan
or
a
climate
plan
in
climate,
smart,
san
jose
back
in
2018
that
tries
to
align
the
city
with
the
2016
paris
agreement
of
trying
to
achieve
the
worldwide.
F
You
know,
the
common
smart
san
jose
is
a
very
comprehensive
plan
that
talks
about
a
lot
of
strategies
that
can
help
the
city
achieve
the
greenhouse
gas
emission
goals
and
there
are
from
the
transportation
sector.
There
are
three
major
groups
of
strategies:
one
is
fuel
efficiency.
We
can
achieve
greenhouse
gas
emission
reduction
through
involvement
of
fuel
and
try
to
make
feel
more
efficient
than
before.
Secondly,
we
can
achieve
greenhouse
gas
emission
reductions
through
technology
such
as
electrification
of
vehicle
fleet.
F
Is
that
not
only
because
transportation
sector
constitutes
roughly
63
of
the
greenhouse
gas
emissions
today
in
the
city,
but
it
also
helps
the
city
achieve
other
goals
such
as
public
life,
as
the
city
is
trying
to
grow
by
40
in
the
next
20
or
30
years,
and
most
of
the
growth
are
going
to
be
encapsulated
within
the
focus
growth
areas
in
the
city.
There's
not
just
there's
just
not
enough
geography
to
absorb
that
growth.
F
F
We
would
make
transportation
options
more
affordable,
so
the
people
don't
see
the
need
to
actually
have
to
drive.
They
can
achieve
their
travel
needs
through
other
sustainable
modes
and
also
affordable,
affordable
modes
so
that
it
can
drive
down
at
the
transmission
the
transmission
cost,
as
it
relates
to
the
overall
household
income.
F
So
what
is
vmt
and
for
those
of
you
who
have
been
involved
in
our
city's
vmt
policy
adopted
in
2018
in
terms
of
requiring
private
development
to
use
bmt
as
a
sql
metric?
You
may
be
familiar
with
this
map,
so
this
map
is
a
calculation
of
our
vehicle
mouse
travel
level.
Today
it
basically
measures
how
far
people
drive.
So
it's
basically
a
mileage
metric
and
it
measures
how
far
an
average
person
drives
in
a
day.
F
So
usually
it
ranges
between
five
miles
a
day
to
30
miles
a
day
depending
on
where
you
live
and
work,
and
so
the
map
that
you
see
here
right
now
is
our
residential
vmt
map,
meaning
you
know,
the
green
areas
stand
for.
Residents
who
live
in
those
area
usually
have
a
pretty
low
bmt
footprint.
They
drive
relatively
lower
in
a
day
than
other
residents
who
live
in
the
yellow,
orange
and
the
red
areas,
and
usually
for
for
a
high
bmt
areas.
F
Usually
those
are
the
areas
where
people
don't
have
much
options
other
than
driving.
So,
even
though
they
know
that,
like
they
have
a
lot
of
congestion
problems,
but
there's
nothing
that
they
can,
they
can
do
about
it
because
there's
a
lack
of
transit
options
provided
to
them.
So
in
order
for
them
to
meet
their
destinations,
they
can
only
drive.
F
So
right
now,
in
a
general
plan,
we
identified
it
three
tiers
of
vmt
reduction
strategies
and
those
three
tiers
of
strategies
are
grouped
into
two
buckets,
meaning
like
strategies
that
are
within
the
city's
control.
We
have
definitely
we
can
devise
local
policies
to
achieve
those
strategies
and
then
another
bucket.
That
is
more
of
a
regional
effort
and
the
city's
role
in
those
efforts
is
to
support
and
advocate
for
that
regional
strategies.
F
But
those
strategies
are
conducted
at
a
more
regional
level
and
outside
of
the
city's
control
and
the
way
that
the
general
plan
identified
it.
The
implementation
phasing
of
these
three
tiers
of
strategies
is
that
we
would
start
off
by
implementing
tier
one
strategies
and
also
continuing
to
support
at
the
regional
level.
F
So
the
the
implementation
logic
was
that
staff
will
start
implementing
the
more
easily
implementable
strategies
in
tier
one
and
then,
as
we
are
ready
to
move
on
to
the
more
difficult
strategies,
then
the
council
will
give
us
the
blessing
to
move
on
to
tier
two
strategies
and
the
goal
again
is
to
achieve
another
ten
percent
and
so
by
completing
all
tiers
one
two
and
three
strategies.
The
goal
is
to
achieve
an
aggregate
40
percent
reduction
in
bmt
by
2040.
F
A
related
metric
to
vehicle
mouse
traveled
is
another
metric
that
is
relatively
more
easily
understandable,
meaning
multsplit
mode
split
is
a
measure
of
what
kind
of
modes
people
travel
to
meet
their
needs,
and
by
commute
strips
we
mean
like
work
trips
and
so
a
secondary
or
maybe
a
supplementary
metric.
That
is
also
identified
as
a
goal
in
the
general
plan.
F
F
So,
as
I
mentioned,
we
have
started.
We
have
already
implemented
our
tier
1
strategies,
and
these
are
the
four
major
strategies
identified
it
as
tier
1
in
the
general
plan,
and
we
have
achieved
all
of
them
right
now.
First
is
reallocating
street
space
from
automobile
to
other
modes
of
transportation.
F
F
Over
the
last
few
years,
the
city
staff
have
actually
already
started
exploring
the
feasibility
of
these
two
strategies
in
the
context
of
unbundling
parking
parking
minimums,
and
these
are
the
parking
policy
reform
that
is
being
considered
as
part
of
the
american
city,
climate
challenge
and,
and
also
a
a
related
word
to
that
is
the
creation
of
the
transportation
demand
management
ordinance.
That
would
speak
to
tdm
strategies
and
tdm
monitoring
to
monitor
the
performance
of
private
development
to
achieve
the
vmt
and
mostly
goals.
F
We
have
also
adopted
our
climate,
smart,
san
jose
plan,
and
these
are
the
strategies
that,
even
though
they
have
not
been
specifically
mentioned
in
a
general
plan,
but
these
are
strategies
that
the
city
staff
have
have
explored
to
further.
You
know
the
achievement
of
the
greenhouse
gas
reduction
goals,
based
on
some
of
the
recent
state
support
at
the
more
regional
level.
F
F
This
slide
talks
about
what
is
our
current
most
bit
share
as
it
relates
to
our
general
plan
goals.
We,
you
know
about
like
12
years
ago,
our
driver
loan
share
for
commute
trips
or
work.
Trips
is
roughly
83
drive
alone
and,
and
we
have
actually
seen
some
reduction
in
driver
loan
rate,
roughly
three
percent
reduction
based
on
the
analysis
done
last
year.
F
The
first
recommendation
is
yes,
we
are
ready
to
move
forward
with
tier
2
actions,
and
the
reason
is
because
we
have
already
explored
the
feasibility
of
those
actions
and,
and
also
it's
interesting,
that
since
we
have
achieved
all
the
we
have
completed
all
four
tier
one
strategies,
but
our
vmt
goals
by
our
vmt
trend
and
our
most
big
trends
are
not
dropping
to
the
level
that
that
help.
You
know
that
that
creates
a
pathway
for
the
city
to
achieve
our
general
plan
goals.
F
So
that
means
we
need
to
think
about
additional
strategies
and
policies
and
actions
to
help
do
that,
and
so
that
means
basically
like.
Besides
looking
at
our
tier
2
strategies,
you
have
to
do
more
than
that.
So
part
of
this
recommendation
number
one
is
not
only.
We
are
ready
to
move
forward
with
tutor
actions,
but
also
we
instead
of
focusing
on
the
tiering
system
we
have.
F
You
know,
actions
that
were
originally
identified
in
a
general
plan
were
faced
based
on
the
level
or
the
at
the
ease
of
implementation
like
how
easy
it
is
to
implement
those
strategies
and
the
easiest
strategies
are
put
in
bucket
tier
one
and
the
more
difficult
strategies
are
put
in
tier
two.
However,
when
we
did
the
implementation
phasing
of
the
strategies
we
do
not,
we
did
not
have
the
state
backing.
F
We
do
not
have
the
state
laws
that
speak
to
the
need
for
the
entire
state
to
achieve
greenhouse
gas
reduction
goals,
and
we
did
not
definitely
have
climate,
smart
and
2016
paris
agreement,
and
now
we
have
the
state
backing.
We
have
adopted
the
common
smart,
which
talks
about
more
or
more
progressive
or
more
ambitious
greenhouse
gas
reduction
goals.
Therefore,
we
should
not
be
constrained
by
you
know
the
the
ease
of
implementation
of
these
strategies.
F
And
so
we
are
recommending
to
align
with
the
climate,
smart,
san
jose
plan
to
introduce
a
2030
goal
of
about
20
reduction
staff
recommendation
number
three
kind
of
similar
to
the
vmt
goals.
We
also
see
discrepancies
between
the
general
10
goals
and
the
climate
smart
goals,
which
calls
for
more
ambitious
and
more
additional.
F
The
staff
recommendation
number
four
is
to
introduce
additional
actions
to
implement
climate
smart,
and
these
are
the
tennis
strategies
that
staff
have
recommended
for
inclusion
in
the
general
plan
to
support
the
more
ambitious
goals.
As
mentioned
in
the
previous
staff
recommendations,
and
some
key
highlights
here
is
the
city
have
started
exploring
some
of
these
additional
strategies,
such
as
a
citywide
transportation
plan.
F
Besides
the
citywide
plan,
we
have
also
explored
you
know
or
developing
area-wide
transportation
plans
such
as
you
know.
Another
project
that
I'm
managing
is
the
downtown
transportation
plan
and
also
other
area
plans
to
support
urban
villages
such
as
east,
san
jose
urban
village
and
luffy
miendo,
and
also
west
san
jose.
A
multimodal
transportation
input
from
plan
to
support
the
the
tri
village
west,
san
jose
urban
villages
and
and
these
other
strategies
are
also
you
know,
additional
strategies
that
were
not
in
the
general
plan.
F
C
C
M
M
E
E
E
People
spend
a
lot
of
money
to
drive.
Cars
spend
a
lot
of
money
on
attacks
on
the
car
and
I
think
the
the
mass
transit
is
dead.
It's
dead
this
this
area
is
too
sprawling.
If
you,
if
you're
in
the
downtown
area
around
rush
hour,
they
have
a
good
bus
system
downtown
but
nobody's
on
it.
This
is
before
covent
now
forget
it.
Man,
people
aren't
going
to
be.
Who
wants
to
live
in
high
density
housing?
I
mean,
if
you
guys,
want
to
have
this
plan.
E
Everyone
who
wants
this
should
go
move
to
madrid,
spain,
where
I
used
to
live,
and
they
have
an
incredible
mass
transit
system
with
high
density
housing
that
they've
built
over
centuries-
and
you
know
they've
had
a
a
culture
of
mass
transit
there
for
for
well
over
a
century,
and
it's
not
going
to
work
here.
The
civic
design
does
not
fit
mass
transit,
it
never
has,
and
it
never
will
and
if
you're
not
using
it
in
the
downtown
area
during
rush
hour,
then
who's
gonna
use
it
in
the
suburbs.
It's
not
gonna
work.
E
L
M
M
It's
always
really
important
to
me
to
figure
out
what
were
our
good
practices.
We
were
doing
before
kobit
19
and
find
ways
to
continue
that,
and
you
know
I
you
know.
I
thank
you
for
your
efforts.
What
you're
talking
about
here
and
you
know
I
was
very
much
into
pre-koban
19
how
to
get
people
out
of
their
cars
more
and
into
mass
transit.
M
M
What
we
need
to
do
for
ourselves
at
this
time
and
natural
gas
is
a
big
issue
in
san
jose
that
they've
been
working
on
and
they've
been
doing
really
well
with
this
subject,
and
that's
my
other
energy
saving
ideas
right
now:
local
community
energy,
a
really
good
project,
that's
about
it,
good
luck
and
how
we
can
all
move
forward
together
at
this
time,
and
just
hopefully
this
will
be
just
another
year
or
two
kobe
19..
Thank
you.
N
N
You
know
how
expensive
certain
things
are
to
do,
but
the
alternative
is
really
expensive.
You've
seen
we're
already
experiencing
climate
change
and
having
hundreds
and
thousands
of
homes
burned
down,
because
we're
having
mega
fires
with
the
fact
that
california
is
already
since
the
80s
increased
two
degrees,
and
I
want
to
remind
you
that
you
know
these
greenhouse
gases
are
called
greenhouse
gases
because
they
operate
like
a
greenhouse
for
the
planet,
where
the
warming
continues.
N
So
imagine,
you're
sitting
in
a
car
in
the
parking
lot
and
we're
rolling
up
the
windows
as
we
produce
carbon
dioxide.
Okay,
we've
got
us
we're
already
starting
to
feel
the
heat
is
getting
warm
we're.
Seeing
all
these
you
know
problems
already,
so
imagine
what
it's
going
to
be
like
decades
from
now.
So
on
a
planetary
system,
it
takes
decades
to
reach
the
equilibrium,
so
we're
already
way
behind
the
curve.
N
N
P
Thank
you
and
good
evening,
I'm
a
transportation
activist
living
in
north
san
jose.
I
have
four
quick
comments
on
the
staff
report.
I
also
submitted
most
of
this
in
writing.
But
to
summarize
one
staff
recommendation,
4b
and
4e
should
make
explicit
that
any
transportation
plan
that
the
city
develops
and
implements
needs
to
really
support
our
overarching
goal
of
producing
bmt.
The
current
recommendation
is
fairly
vague
at
this
point
and
although
newer
plans
are
going
in
the
right
direction,
we
still
have
some
older
area
plants
whose
implementation
would
increase
vmp
of
instead
of
decreasing
it.
P
Second
historically,
low-income
neighborhoods
have
borne
an
oversized
burden
of
impact
from
the
transportation
system.
Staff
should
develop
a
recommendation
that
explicitly
incorporates
equity
consultations
into
the
vmp's
policy,
especially
in
terms
of
mitigation
measures
in
the
proposed
regional
vmp
bank.
Otherwise
it
could
possibly
be
that
a
project
increasing
traffic
in
the
low-income
neighborhood
and
some
of
the
state
could
offset
these
impacts
by
contributing
to
a
bike
project
in
cupertino
three.
For
decades,
some
traffic
engineers
have
argued
that
widening
of
roads,
adding
lanes
to
highways,
will
reduce
greenhouse
gas
emissions.
P
They
argue
that
by
easing
congestion,
new
lanes
will
reduce
the
amount
of
fuel
that
vehicles
based
and
therefore
lead
to
lower
releases
of
gga
emissions.
This
has
been
proven
wrong.
Over
and
over
again,
we
cannot
reduce
ghg
emissions
by
encouraging
people
to
drive
more
as
a
matter
of
policy.
The
city
should
reject
any
environmental
analysis
that
suggests
ghg
emissions
could
be
reduced
despite
emt
going
up.
Fourth
and
lastly,
the
biggest
question
is:
will
the
proposed
policies
actually
be
enough
to
achieve
our
ambitious
goals?
P
There
seems
to
be
a
significant
gap
between
this
city's
highest
soaring
aspiration,
the
currently
planned
implementation
and
magnitude
of
change
necessary.
It
took
us
10
years
to
reduce
vmt
by
4.
If
this
were
a
marathon,
one
could
say
it
took
us
a
third
of
the
time
you
have
to
run
just
for
the
very
first
mile.
So
my
question
is:
has
there
been
any
analysis
done
that
shows
that
the
general
plan,
these
proposed
policy
changes,
will
bring
us
close
to
achieving
the
proposed
empty
and
mode
scary
roles?
Thank
you.
L
E
As
a
district,
3
and
japan
town
resident,
as
well
as
a
frequent
transit
writer,
I
want
to
express
my
support
for
the
adoption
of
the
tier
2
vmt
goals
and
hope
that
the
task
force
will
adopt
it.
Donald
shoop
teaches
us
that
parking
works
the
same
way
as
the
baseball
field
in
the
1989
film
field
of
dreams.
If
you
build
the
parking,
the
cars
will
come.
A
E
I
I
I
would
like
to
see
more
of
them.
I
would
like
to
see
more
of
them
protected,
so
I
fully
support
the
city
moving
to
the
tier
two
of
this
plan,
and
I
also
want
to
say
that
I
think
we
should
be
looking
at
cities
like
madrid
and
paris
for
the
goals
that
we
set
for
ourselves.
If
we
want
to
be
a
world-class
city
in
a
world-class
state,
then
we
should
be
setting
extremely
high
goals
for
ourselves
and
we
should
be
pushing
hard
to
meet
those
goals.
I
I
E
Hi,
my
name
is
monica
mellon
and
I'm
part
of
silicon
valley,
youth,
climate
action
and,
as
the
staff
report
mentioned,
63
of
greenhouse
gas
emissions
in
san
jose
come
from
the
transportation
sector,
and
I
really
am
supportive
of
moving
to
tier
2.
I
really
think
that
we
need
to
make
non-car
modes
of
transportation
really
a
much
more
viable
option
for
people.
E
Our
transit
service
is
already
back
to
where
it
was
in
the
80s
and
it
could
get
even
worse
if
the
cuts
that
bta
is
talking
about
right
now
happen.
We
really
need
to
be
working
to
increase
funding,
so
we
can
improve
service
and
have
our
buses
and
light
rail
run
more
frequently
and
have
buses
serve
more
areas.
I
know
that
transit
operations
isn't
very
cool
to
most
people,
but
it's
really
something
that
would
actually
make
it
possible
for
a
lot
more
people
to
take
transit.
E
I'm
also
part
of
a
coalition
called
voices
for
public
transportation.
It's
working
on
the
regional
measure
and
we
release
a
report
today
that
actually
shows
that
increasing
transit
service
actually
leads
to
much
higher
ridership.
If
you
want
to
check
that
out,
you
can
go
to
cmos
bay,
area.org
blog
and
it's
the
most
recent
blog
post
there,
so
just
really
want
to
encourage
you
to
look
at
transit
operations
as
a
way
to
increase
non-carbon
chair.
Thank
you.
E
Hello
good
evening
this
is
jill
huff.
I
live
in
central
san
jose.
I
would
also
like
to
voice
my
support
for
having
staff
embark
on
tier
2
strategies
to
achieve
san
jose's
transportation
goals
very
similar
to
the
previous
speaker.
I
believe
that
san
jose
is
pursuing
progressive
gold,
and
I
believe
this
is
incredibly
important
at
this
time.
E
I
also
want
to
caution
the
task
force
as
they
move
through
this
process,
to
perhaps
not
be
too
focused
on
the
fact
that
we're
dealing
with
a
pandemic
hard,
as
that
might
be
to
do
because
I
believe
that
the
city
is
leveraging
everything
that
technology
allows
in
order
to
manage
the
pandemic
from
a
public
health
perspective,
as
it
relates
to
mass
transit.
Just
like
many
other
transit
agencies
are
doing
right
now
in
the
bay
area.
I
also
think
san
jose
needs
to
be
given
the
space
in
order
to
help
solve
the
regional
transportation
problem.
C
Thank
you
jill
with
that.
We
will
close
public
comments
and
I'd
ask
staff
wilson.
If
you
can
go
back
to
your
presentation
and
we
can
go
recommendation
area
by
recommendation
area
and
task
force
members
with
his
sharing
of
the
slides,
I'm
going
to
rely
on
the
participant
list
and
the
hands
raised
and
in
the
order
that
I
see
them
so
we'll
go
to
staff
recommendations,
one
and
if
you
have
a
comment
on
those,
please
raise
your
hand.
C
K
Okay,
thank
you
very
much,
I'm
not
sure
which
of
the
four.
My
comments
really
lend
themselves
to
best,
but
let
me
just
put
this
out
there.
First
of
all,
I
appreciate
all
the
work
that
staff
has
done
and
I
know
how
hard
they
work
being
involved
in
planning,
commission
and
all
the
other
committees.
So
I
I
get
I
get
that,
and
I
appreciate
that.
K
However,
I
think
the
last
six
months
has
really
shown
us
that
there's
a
new
normal,
I'm
very
curious
to
know
what
part
did
the
very
steep
ramp
that
the
bay
area
is
taking
in
switching
over
to
electric
vehicles.
How
has
that
affected
your
studies?
You
said
you
did
your
studies
in
2019,
we
are
the
fastest
growing
area
in
the
country,
for
electric
vehicles
and
at
a
lower.
What
do
they
call
household
income
level
as
well?
K
K
I
do
believe
we're
in
a
new
normal
and
I'm
really
concerned
that
we're
going
with
old
solutions
to
problems
that
we
can
probably
solve
with
with
working
with
the
businesses
that
are
going
to
promote
and
now
that
they
feel
more
comfortable
with
it.
Remote
offices,
especially
the
other
thing,
is
we're
competing
with
ourselves,
with
the
fact
that
we're
trying
to
be
the
affordable
housing
capital
of
the
world,
yet
we're
not
fixing
the
jobs,
housing
imbalance.
O
So
we
have
looked
at
that
that
decline.
You
know
that
decline
in
vehicle
miles,
traveled
that
wilson
showed
from
2009
to
roughly
the
present
day
that
that
does
not
take
into
account
changes
in
fuel
economy,
changes
in
fuel
technology
and
the
addition
of
electric
vehicles.
That
is
any
vehicle
miles,
traveled,
regardless
of
the
type
of
vehicle.
But
in
concert
with
that
absolute
you
know
per
capita
reduction
in
vehicle
miles
traveled.
O
The
interesting
thing
is
that,
while
greenhouse
gas
emissions
from
transportation
are
declining,
they
are
declining
so
much
less
than
the
other
types
of
energy
changes
that
we've
seen
as
we
move
to
cleaner
energy
sources,
and
we
move
to
more
efficient
use
of
energy
that,
while
the
absolute
amount
of
ghg
from
transportation
is
declining,
it
is
growing
as
a
share
of
san
jose's
greenhouse
gas
profile.
Hence
it's
you
know
growing
up
to
that
63
percent.
O
I
think
we
all
have
to
take
a
deep
breath
and
understand
how
remote
learning
remote
working
will
play
out
over
time.
That
is
not
baked
into
the
data
or
analysis
yet,
but
it
is
part
of
our
thinking
about
the
the
increased
reliance
on
shared
mobility
or
new
technologies
that
allow
us
to
meet
our
collective
goals.
So
it's
a
very
good
point,
jim
with
that
I'll
just
try
to
make
sure
that
we
have
time
for
other
comments
and
questions.
N
L
L
O
That's
part
of
why
some
of
our
high
bmt
areas
are
so
high
vmt,
because,
as
the
bullets
over
on
the
left
kind
of
you
know
explain,
you
know
people
who
have
to
get
far
to
get
to
the
places
they
need
on
a
daily
basis,
job
being
a
very
important
part
of
those,
the
farther
you
have
to
go.
That
is
what
makes
up
vmt
day
after
day
after
day,
the
closer
jobs
and
housing
are
together.
O
L
G
L
All
right,
so
so,
basically,
what
we're
we're
talking
about
is
an
aspirational
set
of
guidelines
that
we're
going
to
be
implementing.
That
could
be
as
as
aspirational
as
the
the
jobs
for
employee
resident
and
when
we
originally
said
it
I
think
was
1.3
and
we
dropped
it
down
to
1.1.
I
think
is
that
am
I
correct
when
we
didn't
make
the
1.3.
G
That
that's
correct
yeah.
We
during
the
last
four
year
review
the
yeah
it's
recommended
yeah,
that
was
that
was
dropped
down,
and
certainly
as
as
you
mentioned,
you
know,
adding
land
use
is
is
an
important.
You
know
important
piece
of
this.
This
puzzle
as
well
in
terms
of
reducing
the
city's
overall
greenhouse
gas
reduction.
You
know
emissions
as
well
as
lowering
vmt,
and
so
you
know,
adding
becoming
a
more
balanced
community
is,
is
certainly
a
big
part
of
that
strategy
and.
L
I
would
support
that
and-
and
I
would
rec
one
of
the
speakers-
the
community
speakers
talked
about
equity
among
communities,
and
I
pointed
out
when
we
adopted
the
forty
percent
dmt
that
people
with
wealth
would
find
ways
around
not
getting
on
public
transport
and
people
without
wealth
would
be
limited
by
the
at
the
time.
The
the
vta
was
almost
bankrupt,
and
I
I
don't
know
that
we
we're
doing
much
better
today,
10
years
later,.
C
F
F
No
yeah!
No!
No,
because,
like
I,
I
agree
with
harvey
on
on
your
comment
about
you
know
like
this.
Is
this
is
a
city
policy
right,
but
transportation
is
a
regional
problem
and
you
know
just
us
san
jose
doing
ourselves
like
doing
our
job
alone
does
not
actually
solve
the
original
problem.
It
requires
collaborations
from
the
other
cities
in
the
region.
F
Housing
balance
ratios
are
required
to
reduce
the
vmt
level
from
private
development,
and
so
when
all
cities
are
doing
their
part,
then
the
goals
of
achieving
the
regional
jobs
and
housing
balance
will
be
much
better,
will
be
much
easier
in
the
future
than
than
yesterday,
and
now
we
are
in,
we
are
in
year
three
of
our
vmt
policy,
and
some
of
the
other
cities
are
just
have
just
recently
adopted
their
respective
policies.
So
it
may
take
a
few
years
for
the
actual
jobs
housing
ratio
to
get
realized.
Q
O
A
what
a
good
question
can
I
do
a
little
bit
of
context
for
everybody
before
wilson
answers
the
specific
question
which
is
yeah.
You
know:
we've
we've
done
it
and
we
we
have
our
our
vehicle
miles.
Travel
based
policies
currently
outlined
in
kind
of
two
places.
Two
ways:
one
of
them
is
the
general
plan.
O
So
san
jose
in
2018
was
one
of
the
first
cities
in
in
the
state
to
do
that.
But,
as
wilson
said,
other
cities
have
now
had
to
comply
with
that,
as
well
as
of
this
past
summer.
So
jesse's
question
is
about
how
we
update
our
development
specific
policy
around
sequa
for
vmt
as
a
follow-on
to
this
general
plan
review.
So
that's
just
the
context
and
then
wilson
can
answer.
I
think,
probably
even
more
succinctly
the
specific
question.
F
Yes,
thank
you
jesse
for
your
question.
You
know,
you
know
like
try
to
be
concise
here.
So
the
answer
is
yes,
you
know,
you
know
the
you
will
notice
that
our
vmt
threshold
for
private
development
is
not
forty
percent
right.
Like
is,
I
think,
it's
about
like
fifteen
percent,
which
is
the
percent
that
is
recommended
by
state
and
and
the
reason
why
we
adopt
the
state
recommendation
for
the
15
below
rather
than
the
40
below.
F
The
threshold
is
one
of
the
many
categories
that
we
will
revisit
and
the
goal
is
hopefully,
the
baseline
will
decrease
over
time
so
that
the
15
below
the
baseline
will
also
drop
over
time
so
that,
as
the
both
the
baseline
and
the
threshold
drops
incrementally
over
time,
hopefully
by
2040,
the
vmt
threshold
for
public
development
will
align
exactly
with
our
general
paying
goal,
which
is
the
40.
So
that's
the
reasoning
behind
why
we
adopted
that
threshold
and
we
intend,
hopefully
that
this
is
the
trend
that
we
envision
will
happen.
E
C
R
So
the
question
that
I
have
is-
and
I
I
just
first
of
all-
actually
I
want
to
acknowledge
that
staff.
I
thought
you
did
a
great
job,
putting
together
a
presentation
and
presenting
the
information
in
a
way
that
was
like.
I
read
it
and
I
comprehended
it
and
it
just
felt
like
it
was
a
level
you
know.
Vmt
is
something
that
you
can
get
people
to
gloss
over
about,
and
I
just
felt
like
you,
you
guys
did
a
really
good
job,
conveying
this
information
in
a
way
that
was
comprehensible.
R
R
R
We
did
public
opinion
research
on
public
attitudes
towards
transportation.
Why
do
people
make
the
transportation
choices
that
they
make?
What
you
know,
what
factors
into
their
decisions
and
what
is
it
that
might
we
might
be
able
to
do
to
change
that?
Behavior,
we're
gonna
have
a
forum
talking
with
the
professor
who
did
that
analysis
and
that
research
on
thursday,
so
I
just
wanted
to.
R
I
wanted
to
encourage
everybody
to
tune
in
and
if
they
can't
tune
in
to
go
to
our
website
and
read
the
information,
because
there
is
just
a
treasure
trove
of
data
that
helps
us
understand
why
people
are
behaving
the
way
they
behave
when
it
comes
to
transportation.
Last
thing
that
I'll
say
actually
jessica
before
I'll.
R
Ask
you
to
answer
that
question
is
one
thing
that
that
data
showed
is
that,
while
people
who
drive
are
reluctant
to
see
their
ability
to
drive
curbed,
the
one
place
where
they're
okay
is
slowing
cars
down
and
slowing
speeds
down
to
make
the
roads
more
safe,
which
then
can
make
other
transportation
modes
more
competitive.
So
anyway,
my
question
to
staff:
is
you
know
why?
Why
is
it
that
you
think
we're
not
progressing
as
quickly
toward
google.
O
You
know
that's
that's
a
10-year
period
and
that
10-year
period
represents
a
very
small
amount
of
the
places
where
people
go
in
san
jose
relative
to
the
overall
built
environment
right
and
it
represents
a
relatively
small
set
of
changes
to
the
transportation
system
as
well.
Right,
you
think
about
it.
95
of
san
jose
and
the
greater
region
were
fundamentally
built
out
the
the
way
they
are
today
before
2009
right.
O
What
is
hopeful
and
really
important
is
that
every
change
we
make
moving
forward
between
now
and
kind
of
the
general
plan.
Time
horizon.
Those
are
all
opportunities
to
invite.
You
know
new
people
into
the
city,
whether
they're,
working
or
living
in
the
city
in
a
different
fashion
and
give
them
a
different
set
of
transportation
options.
So
it
does
really,
I
think,
speak
to
the
fact
that,
like
these
landis
decisions,
these
transportation
decisions
they're
really
sticky
right
they're
with
us
for
a
long
time
and
then
we
live
with
them
and
people's
you
know.
O
Behavior
can
can
change
to
be
sure
but
kind
of
on
on
the
edges,
except
for
these
dramatic
leaps
that
we
can
make,
and
we
have
dramatic
leaps
ahead
of
us
right.
I
know
it's
covid,
but
the
bart
station
just
opened
right.
We're
planning
for
bart
to
come
into
downtown
caltrain
is
constructing
the
electrification
project
and
changing
the
service
levels
that
are
planned.
So
we
have
these
transportation
changes
and
then
the
density
planned
within
the
general
plan.
O
Those
two
in
concert
have
the
opportunity
to
take
us
from
this
kind
of
slow
roll
to
asymptotic
changes
in
certain
areas
of
the
city
in
particular.
So
that's
what
I'd
offer?
I
don't
know
if
roslin
or
jared
wanted
to
jump
in
on
that
fundamental
question,
but
it's
a
good
one.
Thanks
shiloh
good
answer.
D
Thank
you
very
much.
I
think
this
was
an
excellent
presentation
and
I
appreciate
the
very
ambitious
goals
and
this
conversation
as
you've
touched
upon
a
lot
of
the
issues
that
I've
been
interested
in,
but
I
wanted
to
put
the
numbers
in
context
a
little
bit
when
we're
talking
about
a
43
percent
decrease
by
2040.
D
D
Yeah-
and
so
you
know-
we've
made
very
little
movement
on
this
so
far
and
and
I
really
like
the
idea
of
how
ambitious
goals
we
have
a
serious
climate
crisis,
but
I
don't
really
see
the
empirical
evidence
that
how
we're
going
to
get
there-
and
so
I
know
that
we
don't
have
time
to
do
that.
I'd
love
to
know
a
little
bit
more
about
how
you
know
how
the
numbers
say
that
we
can
actually
get
there.
O
D
Yeah
and
has
jim
started
off
the
conversation,
how
this
is
a
totally
different
world
than
we
had
before.
Just
one
thought
is
micro.
Mobility
is
not
the
same
thing.
It
was
before
with
the
battery
technology,
and
this
I
think
the
city
has
been
very
you
know,
advanced
thinking
and
getting
all
these
bike
lanes
in
place.
D
So
we
can
take
advantage
of
micro
mobility,
but
that
should
be
done
potentially
with
transit
and
sort
of
following
the
strategy
that
a
lot
of
companies
have
with
point-to-point
transit
where
you
have
a
transit
hub,
it's
a
collector
and
it
goes
to
transit
hub
or
drops
somebody
off,
and
I
think
that's
gonna
be
great
when
we
have
bart
here,
but
I
think
you
know
doing.
Micro
mobility
with
with
with
transit
hubs,
will
make
a
lot
of
sense,
and
hopefully
our
land
use
patterns
will
help
facilitate
that.
H
H
The
decision
was
made
to
create
a
completely
new
document
for
san
jose,
instead
of
a
lot
of
pie
in
the
sky
policies
that
nobody
ever
looked
at
again,
these
were
going
to
be
real
and
we
were
going
to
check
up
on
them
every
four
years,
with
an
annual
review
to
see
what
worked
and
what
didn't
work,
what
needed
to
be
fixed
and
what
needed
to
be
eliminated
and
from
somebody
who
started
working
for
san
jose
in
I
don't
know
the
dark
ages.
Sometimes
it's
been
amazing
to
watch
what
a
difference.
This
has
made.
H
We've
gone
from
level
of
service,
which
was
basically
how
well
are
the
intersections
working
to
trying
to
make
the
city
better
in
the
long
term
and
what
doesn't
work
needs
to
be
fixed
or
replaced,
and
that's
what
this
is
doing.
It's
very
clear:
the
staff
has
already
done
the
work
to
determine
that
we
can
consolidate
the
tears.
H
We
don't
need
to
have
tears
anymore,
and
I
understand
that's
what
this
recommendation
is:
keep
working
on
everything
that
was
included
in
the
three
different
tiers,
add
some
new
stuff
and
ginger
the
whole
thing
up
to
get
it
working.
We
know
now
a
lot
of
what
didn't
work.
We
know
a
lot
of
what
will
work
and
that's
what
the
first
recommendation
is.
Is
that
correct.
S
S
S
I
can't
remember
if
it
was
2015
or
2016
during
the
last
general
plan
review
process
when
there
was
a
presentation,
I
think,
from
staff
who
said
that
emissions,
despite
all
of
the
efforts
emissions,
were
going
up
and
would
likely
continue
to
go
up,
despite
of
all
of
the
city's
greenhouse
gas
reduction
strategies
that
were
currently
in
effect.
So
I'm
curious
are
there
tonight,
or
will
there
ever
be
any
updates
for
this
task
force
as
to
how
we're
doing
and
or
how
we
will
do
in
reducing
our
emissions
in
comparison
to
the
last
review
process.
O
O
That
plan,
so
it's
just
starting
this
fall,
you
can
go
to
movesan
jose.org.
If
you
want
more
information
about
that
plan,
I
put
it
into
the
chat,
but
there
is
no
chat
as
we
covered
earlier,
but
and
then
the
kind
of
planned
development
existing
conditions.
Community
engagement
will
go
throughout
this
year,
this
fiscal
year
and
into
early
next
fiscal
year.
G
And
on
the
your
question
on
the
the
greenhouse
gas
emissions
in
terms
of
comparison
from
last
time
around,
I
could
try
to
answer
that.
There
there's
a
little
information
on
that
in
the
the
background
report
for
the
four-year
review.
It's
a
linked
on
the
meeting
materials
page
and
then
also
we,
the
report,
the
the
most
recent
greenhouse
gas
emissions
inventory
is
also
posted
on
our
environmental
services
department's
web
web
page
as
well.
G
Most
of
that
is
due
to
you
know
cleaner
electricity
being
provided
by
pg
e,
and
there
was
some
decline
in
in
terms
of
emissions
related
to
transportation,
but
of
course,
that
still
represents
the
the
it's
the
largest
contributor
to
our
emissions
at
63
percent
per
in
that
and
with
that
that
decrease
in
emissions
from
transportation.
Perhaps
that
could
be
attributed
to
you
know.
Electric
vehicles,
but
we'd
have
to
kind
of
dig
in
to
the
report,
but
on
on
the
whole,
our
emissions
have
decreased.
E
F
This
is
wilson,
and
I
would
add
that,
as
part
of
the
climate,
smart,
san
jose
implementation,
there
is
actual
actually
a
dashboard
that
monitors
the
vmt
and
the
most
split
levels
over
time.
So
I
think
there
are
some
related
data
on
our
kind
of
smart
san
jose
website
and
if
you
click
the
dashboard
link
to
it,
you
will
see
some
figures
that
we
have
shown
here
today
and
the
intent
is
to
monitor
those
progress
over
time.
F
F
Do
we
know
what
like
why
people
behave
the
way
they
behave
and
what
would
the
city
needs
to
modify
and
change
in
order
to
persuade
or
to
encourage
people
to
utilize
these
transportation
options
and,
and
some
of
the
work
that
shiloh
is
working
on
is
actually
similar.
Efforts
are
being
done
in
our
citywide
transportation
plan
and
our
area-wide
transportation
plans
to
answer
those
questions,
and
so,
with
the
limited
you
know,
funding
opportunities.
F
C
J
Leslie
hi
everybody,
okay.
I
I
really
want
to
thank
staff
for
all
of
your
work
on
what
is
a
highly
technical
topic
and
kind
of
outside
of
my
area
of
expertise.
So
I
I
really
appreciate
it.
I
agree
with
with
other
task
force
members
that
the
presentation
and
the
materials
were
really
really
good,
and
I
really
only
want
to
talk
about
one
thing,
so
the
jobs
housing
balance
was
was
mentioned
by
a
couple
of
task
force
members,
but
I
think
about
the
topic
a
little
bit
differently.
J
So
I
really
am
hopeful
that
somehow
we
can
integrate
into
the
policy
something
that's
a
little
bit
more
intentional
about
how
we
plan
for
housing
and
jobs
in
close
proximity.
I
don't
think
we'll
reach
the
goals.
If
we
don't
do
that,
I
think
it's
a
false
premise
to
think
that
if
we
add
new
jobs-
and
we
don't
add
new
homes
that
we're
gonna
reduce
vmt,
especially
if
we're
not
thinking
about
jobs,
housing
fit,
meaning
that
we
have
the
appropriate
affordability
of
housing
near
the
jobs
that
we're
creating.
J
J
Lastly,
this
has
really
been
recognized
in
the
regional
housing
needs
assessment
process
that
we're
now
going
through
at
the
regional
level,
and
they
are
looking
at
proximity
to
jobs
as
opposed
to
just
transit
access
and
looking
at
how
how
to
place
housing
needs
and
housing
goals,
because
they
recognize
that
it
meets
the
vmt
goals
and
acknowledges
that
we
need
to
reduce
commutes
and
get
people
out
of
their
cars.
So
I'm
just
hopeful
that
we
can.
I
Yeah
I'm
wondering
if
we
can
support
the
staff
recommendation
with
the
addition
of
these
four
elements,
which
many
people
have
already
discussed.
One
is
the
introduction
of
new
technologies.
You
know
electrification
and
others
which
have
fundamentally
changed
a
lot.
The
second
is
the
changing
face
of
work,
and
the
economist
had
a
great
article
about
this
changing
face
of
work
and
the
fact
that
we're
going
to
have
you
know
people
working
from
home
much
more
even
after
covid.
The
third
is
the
jobs,
housing
imbalance
or.
I
However,
you
want
to
phrase
it
which
many
many
people
have
talked
about
in
a
variety
of
different
ways
and
the
fourth
is
equity
among
communities
in
terms
of
of
how
vmt
is
done,
so
I'm
I'm
not
going
to
make
a
motion
per
se,
but
I'm
wondering
if
we
can
incorporate
these
four
elements
into
the
staff
recommendation
and
then
my
question
for
you
is:
if
vmt
is
going
to
replace
level
of
service.
How
does
that
affect
the
outlying
districts
which
are
in
terms
of
infill
development?
I
O
Great,
I
think,
to
start
with
with
bonnie's
question
about
those
four
elements.
I
think
those
four
elements
are
are
very
much
in
line
with
the
directions
that
we
that
we
need
to
take
and
and
certainly
could
be
called
out
explicitly
without
any
any
harm.
In
fact,
I
think
they
would
add.
I
agree
with
with
bonnie
to
to
the
mix
so
from
a
staff
perspective.
O
We
we
are
going
to
talk
much
more
about
evergreen
and
how
vehicle
miles,
traveled
and
level
of
service
have
played
out
in
the
evergreen
east
hills,
area,
development
policy
and
other
city
development
policies.
Over
time
we
did
think
it
was
too
much
to
try
to
tackle
the
overall
concept
and
and
these
recommendations
at
the
same
time
as
then
also
diving
into
a
specific
area.
So
we
will
kind
of
be
be
really
diving
into
that
at
an
upcoming
meeting.
N
Yeah
good
evening,
good
evening,
you
know
my
dream:
city
would
have
no
cars
and
everybody
would
ride.
Transit,
ride,
bikes
and
walk,
but
that's
not
the
real
world
and
the
decision
makers
need
to
establish
a
balance
between
environmental
protection
and
job
and
economic
growth
and
increase
or
improve
financial
position
of
the
city
and
the
many
of
the
implementations
strategies
in
tier
two
and
other
places.
N
N
So
the
parking
cap
and
the
limits
on
parking
the
number
needs
to
be
set
at
the
right
level
so
that
we
can
push
towards
reduction
in
vehicles,
push
in
reduction
vehicles,
mild
traveled,
but
not
kill
investment,
because,
as
harvey
darnell
pointed
out,
we've
made
zero
progress
in
improving
the
city's
jobs
to
employed
resident
ratio.
Staff
has
confirmed
that
we're
a
decade
into
this
general
plan.
C
Q
Q
You've
heard
me
say
this
before,
but
I'm
really
concerned
that
this
whole
pandemic
has
not
affected
people
equally,
some
people
got
to
not
commute
and
are
doing
just
fine,
and
then
there
are
other
people
who
have
no
choice
but
to
commute
and
their
lives
have
suddenly
become
many
many
times
more
difficult
because
they
don't
have
the
schools.
They
don't
have
the
other
infrastructure
that
they
had
before
and
if
we
suddenly
take
away
their
parking
spaces
as
well.
I'm
worried
that
it
could
make
life.
Q
It
could
not
affect
a
big
chunk
of
people
who
already
have
things
going
their
way
and
it
could
make
life
a
lot
harder.
And
so
my
question
is
what
is
the
city
doing
to
to
check
in
on
that
equity
and
make
sure
that
the
people
who
are
least
able
to
afford
and
make
accommodations
are
not
going
to
be
adversely
or
disproportionately
affected
by
the
policies
we
put
in?
Do
we
have
safeguards
in
place
for
that
to
say
hi
to
that
cute
little
guy.
O
O
I
think
one
of
the
critical
things
that
is
apparent
to
us
is
that
a
strong
equity
lens
needs
to
be
a
first
step
with
that
effort,
and
so
to
that
end
we
have
engaged
community-based
organization
partners
who
can
really
help
us
from
the
beginning
all
the
way
through
that
effort
connect
differently
with
people,
so
that
we're
we're
hearing
from
more
than
just
the
traditional
voices
and
trying
to
really
deeply
incorporate
that
perspective
as
we
look
at
how
we
get
to
our
goals,
citywide.
So
I'll
be
brief,
but
thank
you
for
the
comment.
Q
And
just
a
quick
comment,
which
is
that
I
agree
that
we
should
make
sure
that
parking
caps
are
set
at
appropriate
levels,
carefully,
measured
and
also
make
sure
that
the
transit
really
does
meet
the
goal.
The
needs
of
the
community.
I
lived
in
one
of
the
parts
of
the
map
or
I
do
live.
That's
called
unmitigatable,
I
think,
and
so
I
want
to
make
sure
my
neighbors
are
taken
care
of.
Thank
you.
C
L
L
L
The
thing
that
I
would
counsel
this
body
and
and
the
electeds
is
whether
it
be
about
housing,
urban
village,
station
housing
requirements,
vmt
and
the
so
and
so
forth
is
there's
seems
to
me
unless
I'm
missing
a
conspicuous
absence
of
metrics
there's
goals,
but
there's
no
really
touch
point
to
feasibility
or
what
feasibility
might
look
like
over
time,
and
you
know
so.
We
have
these
these
housing
goals
that
are
forthcoming
in
in
town,
which
I
can
guarantee
you
will
result
in
no
new
housing.
L
There
will
be
no
new
high-rise
housing
in
san
jose
in
the
foreseeable
future.
That's
the
hardcore,
math,
so
goals
when
they
get
disconnected
from
feasibility,
become
nothing
but
goals.
And
that's
that's
really
my
my
headline
message
here.
So
as
we
go
down
this
road
towards
reductional
parking
and
all
these
other
virtues,
which
I
think
all
of
us
embrace
as
eric
would
say,
I
would
love
to
see
that,
but
there's
we
need
to
live
in
the
world
of
balance
and
reality.
L
It
would
be-
and
I
don't
know
exactly
how
to
do
it.
It
would
be
helpful
to
me
if
there
was
some
sort
of
acknowledgement
from
staff
in
the
general
plan,
documentation
or
recommendation
that
there
needs
to
be
a
metered
or
gated
or
you
know
checkpoint
over
time
for
for
where
goals
are
feasible
versus
just
aspirational,
and
I
try
to
stretch
my
thinking
parking
easy
example.
L
Our
office
building
high-rise
designs
now
have
several
floors
above
first
floors
above
grade
that
are
higher
than
needed,
devoted
to
parking
reality
today
that
we
can
convert
to
office
occupancy
employment,
space
and
retail
later,
when
the
market
adapts
and
transportation
infrastructure
arrives.
But
big
bold
moves
take
time
and
I'm
just
concerned
to
close
that.
A
lot
of
the
policy
thing
here
is
exciting,
somewhat
sim
city,
but
there's
no
there's
no
organization
here
or
thought
to
say
how
do
we?
L
C
S
S
If
we
are
going
to
ensure
a
livable
planet
for
ourselves
and
our
children
cutting
our
emissions
in
half
by
2030.,
if
we
don't,
the
planet
is
going
to
change
our
lives
for
us,
and
we've
already
started
to
see
this
and
already
started
to
see
what
an
unlivable
planet
looks
like
and
what
it
feels
like.
Frankly,
I
don't
see
these
goals
as
aspirational,
but
as
a
baseline.
S
O
You
what
a
good
question,
I
think
that
taking
a
look
at
how
open
space
could
be
framed
in
a
vmt
reduction
strategy
is
a
good
idea.
I
I
don't
know
that
we
have
explicitly
looked
at
that,
although
we
have
certainly,
you
know
been
involved
in
many
of
the
the
conversations
about
where
and
how
san
jose
should
grow,
including
into
existing
open
space
or
not.
So
that's
a
great
great
point,
and
I
think
that
you
know
certainly
well
before
the
next
general
plan
task
force
convenes
in
in
four
years.
R
There
you
are,
you
see
me
yeah,
I'm
so
sorry,
I
I
I
lost
my
spot
there.
Okay,
so
thank
you
so
much
for
for
the
presentation
really
enjoyed
it.
This
is
a
topic
that
I
know
my
community
has
been
looking
forward
to
having
more
discussion,
and
I
won't
press
too
much
on
the
the
what
we
all
are
looking
forward
to,
which
is
specifically
our
east
hills,
evergreen
development
policy,
because
that's
ultimately
vmt
will
impact
this
development
policy.
But
it's
not
the
only
thing.
R
It's
just
one,
something
that
factors
into
the
development
policy.
There's
only
two
areas
in
san
jose
that
have
development
policies.
One
is
the
east
side,
slash
evergreen
and
then
the
other
is
north
san
jose.
For
for
those
of
you
who
may
not
know
that,
although
I
think
everybody's
sitting
around
this
corner,
a
table
probably
does
so.
My
question
is
when
we
go
to
that
slide.
R
R
In
district
date,
which
is
pretty
difficult
to
develop
one
because
it
has
a
develop
development
policy
that
really
is
actually
coming
to
it,
exhausting
its
capacity,
but
second
because
of
of
loss,
and
if
we,
my
question,
is
if
we
had
a
a
map
that
compared
los
to
vmt
right
next
to
each
other,
how
does
how
does
vmt
fair
compared
to
ios,
and
I'm
going
to
guess
that?
It's
not
that
different,
because
I
know
that
you've
showed
me
a
map,
I
think
it.
R
R
R
I
and
I
completely
understand
it,
but
just
to
alleviate
some
of
those
concerns
that
are
out
there,
because
I
know
that
the
light
rail
is
going
to
break
ground
pretty
soon,
I'm
going
to
knock
on
wood
when
I
find
something
and
it's
going
to
break
ground
next
year,
hopefully
for
utility
relocation
and
we'll
create,
maybe
a
slider
orangey
color
around
that
the
vicinity
of
that
of
that
area,
but
not
all
of
district
8.,
and
so
I
was
hoping
that
you
could
help.
Maybe
at
the
next
meeting.
R
I
know
it's
not
part
of
this
today's
presentation,
but
if
you
could
give
us
an
los
and
bmt
for
for
our
next
step,
and
would
that
be
possible
for,
for
I
don't
know
if
it's
our
next
meeting,
that
we're
actually
going
to
talk
about
evergreen
east
hills,
development
policy,
but
it,
but
if
it
is
that
we
would
have
a
map
that
looks
from
los
to
vmt
conversion.
Would
that
be
possible.
O
I
think
yeah
at
a
at
a
high
level
that
would
be
possible.
I
will
say
the
map
for
level
of
service
won't
be
as
kind
of
geographically
legible
most
you
know,
and
what
we
can
look
at
this
more
and
definitely
explain
it
in
much
more
depth.
But
you
know
because
level
of
service
is,
you
know
really
just
measuring
that
point
there
and
that
point
there
and
that
point
there.
O
It
doesn't
have
the
same
kind
of
pattern
effect,
but
we
can
absolutely
you
know,
kind
of
map
that
talk
about
what
it
means
and
why
it
means-
and
I
would
say
that
you
know
we
can
always
change
the
color
scheme,
because
I
think
you
know
in
this
case,
like
red
red
means
far.
You
know
red
means
far
from
things
far
from
your
job
farther
to
get
to
the
grocery
store.
O
R
So
I
I
like
for
that
question
to
to
all
to
be
answered
in
terms
of
what
is
the
intention
when
we
convert
from
los
to
vmt
and
what
is
generally
our
intent,
and
I
I
understand
that
this.
This
is
not
what
it
is
right
now
that
obviously,
but
if
you
could
make
it
really
really
just
crystal
clear
in
that
way,
my
community
can
understand
and
appreciate
this
movement
from
los
to
vehicle
miles.
Traveled.
O
Yes,
absolutely,
and
we
can
do
that
next
time,
but
you
know
to
kind
of
put
some
fears
to
rest.
Perhaps
the
the
intent
is
not.
It
is
not
easy,
it
is
immitable.
It
is
not
easy
to
mitigate
in
the
the
redder
areas.
It
is
very,
very
hard
and
in
some
cases,
may
not
be
fully
possible,
so
it
does
not
kind
of
open
any
sort
of
floodgates
to
development
in
the
the
harder
to
develop
in
areas.
R
And
so
maybe
we
can
just
stick
to
that
red
color.
That
would
be
great
that
you
know.
I
just
wanted
to
hammer
that
that
point,
because
I
know
that
there's
some
some
hesitancy
in
terms
of
this
conversion
from
los
to
vmt
for
some
of
those
who
have
development
policies.
But
that
was
the
extent
of
my
my
questions.
R
I
also
want
to
just
support
some
of
the
comments
that
have
already
been
made
around
equity
and
how
do
we
build
equity
into
what
we're
doing
at
at
the
moment,
because
we
know
that
there's
some
communities
that
are
more
impacted
than
others,
especially
during
covet
and
probably
for
the
next
year,
who
are
more
and
who
have
been
very
reliant
on
public
transportation,
and
so,
as
we
present
some
of
these
recommendations
to
the
committee
and
then
to
counsel,
how
do
we?
How
are
we
incorporating
equity
into
the
recommendations?
R
A
Yep
I'll
be
quick,
so
just
a
a
question
for
well
first
comment:
then
a
question
for
staff.
You
know
I
appreciate
the
the
the
boldness
of
the
plan
of
trying
to
get
to
20
of
one
of
the
biggest
mode
shifts
is
going
to
be
to
move
from
move
into
transit
to
go
from
from
about
five
percent
now
to
20
percent.
A
Now
I
think
for
a
lot
of
us
that
are
that
are
trying
to
support
transit
here
in
santa
clara
county,
and
I
think,
probably
a
lot
of
us
here
on
this
committee.
You
know
transit
is
at
the
center
of
our
development
goals
as
a
city,
but
right
now,
when
we
think
about
transit
for
a
lot
of
working
families
here
in
the
city
of
san
jose.
A
That
often
means
the
bus
system
and
the
light
rail
system
and
operations,
and
right
now,
vta
is
considering
service
cuts
of
of
somewhere
between
90
and
70
percent
of
pre-covet
levels.
You
know
to
to
just
to
your
points
earlier
that
oftentimes
with
transit,
we
see
a
kind
of
a
stickiness
of
policy
decisions,
kind
of
impacting
yeah,
and
so
I
think,
just
worries
about
what
we
saw
in
you
know:
the
kind
of
the
2008
recession
and
the
kind
of
cuts
and
what
that,
what
that
did
to
trying
to
boost
our
numbers.
A
A
I
appreciate
that
in
item
number
four,
we
have
a
strategy
h
talking
about
boosting
operations,
but
it's
it's
almost
kind
of
an
emergency
thing
at
this
point
of
how
will
the
city
and
our
five
board
members
weigh
in
to
keep
that
level
of
service
up
if
we're
going
gonna
reach
these
goals?
Do
you?
How
is
the
staff
thinking
about
this
and
realize
it's
not
necessarily
general
plan
immediate,
but
it
is
kind
of
gonna
impact.
The
circumstances
of
how
do
we
arrive
at
these
goals?
Yeah.
O
O
A
C
Thank
you,
jeffrey
okay,
and
then
we
have
marielle,
and
then
I
just
want
to
remind
you
all.
This
meeting
is
intended
to
go
till
8
30
and
we
have
task
force
members
and
staff
with
kiddos,
and
so
I
try
to
you
know,
stick
to
the
the
scheduled
time.
So
I'm
hoping
we
can
get
through
some
motions
relatively
quickly.
Media.
E
Great
thanks
teresa.
Can
you
hear
me?
Yes,
okay,
wonderful,
sorry,
I
apologize
for
not
being
on
zoom,
I'm
in
a
location
that
doesn't
have
great
internet
respect.
It
doesn't
have
internet
yet
and
not
a
great
great
perception.
So
I
have
just
a
couple
quick
comments
and
then
I'd
like
to
make
a
motion.
So
thank
you
to
staff
for
the
great
presentation.
Vmt
is
one
of
the
issues
that
I
actually
really
pay
a
lot
of
attention
to
on
the
planning,
commission
and
care
a
lot
about.
C
I
Appreciate
I
had
a
friendly
amendment
teresa
sure.
Will
you
call
on
me
now?
I
know
jessie
had
her
hand
up
jesse.
You
want
to
talk
first,
no,
okay!
Yes,
this
is
discussion.
So
please,
yes,
so
I'm
going
to
make
a
friendly
amendment
to
the
motion
which,
which
I
agree
with
to
add
the
components
that
I
had
before
to
call
them
out
specifically
one
is
to
explore
the
new
technologies
and
their
effect
on
vmt,
etc.
C
A
Just
one
small
friendly
amendment
on
the
on
the
fourth
item:
in
terms
of
the
the
the
staff
policy
around
tdm's,
you
know
oftentimes,
sometimes
in
policy
development
in
tdms.
We
don't
often
look
at
the
you
look
at
a
development.
You
look
at
the
directly
employed
workers,
but
you
might
not
work
at
the
subcontractor
workers
in
silicon
valley.
We
have.
A
You
know
something
like
50
000,
probably
more
than
that
subcontracted
workers
that
work
in
like
building
services
and
working
the
kind
of
jobs
that,
unfortunately,
you
can't
really
work
from
home
so
that
we
can
assume
for
some
time
those
jobs
are
going
to
continue
in
other
cities.
Like
the
city
of
mountain
view,
recently
we've
been
able
to
get
adjustments
to
their
tdm
to
be
able
to
include
subcontracted
workers.
A
You
know
for
a
long
time,
tech
companies,
you
know
the
the
the
buses
that
you
would
see
wouldn't
necessarily
be
made
available
to
subcontractor
workers,
the
the
the
food
service
workers,
the
the
folks
that
are
working
in
security
that
are
working
as
janitors.
So
we
just
ask
a
friendly
amendment
that
maybe
we
also
include
looking
at
subcontracted
workers
and
future
tdm
policy
in
section
four.
E
E
A
S
A
E
S
C
C
R
I
F
Yes,
so
so
in
fact,
we
originally
included
electrification
of
vehicles
in
in
one
of
the
additional
policies
here
in
item
four,
but
we
revised
that
language
to
make
it
shared
mobility
options,
because
you
know
you
know,
electrification
is,
as
we
mentioned
right,
it's
one
of
the
strategies
that
can
reduce
climate
greenhouse
gas
reduction,
but
from
the
transportation
standpoint
it's
actually
making
sure
that
people
are
sharing
the
same
fleet
as
much
as
we
can
that
matters
more.
You
know.
F
In
order
for
us
to
drive
down
the
vmt,
we
we
need
to
make
sure
that
people
utilize
the
resources
so
that
we
don't
have.
You
know
the
empty
seats
in
the
vehicles
you
know
so
so
it's
the
sharing
of
the
mobility
options
that
is
being
recommended
here,
but
electrification
is
definitely
one
of
the
important
strategies
for
reducing
greenhouse
gas
emissions
in
terms
of
automotive
vehicles.
F
So
so,
just
electric,
just
electric
vehicles
and
autonomous
vehicles
alone
are
not
going
to
help
the
city
achieve
our
vmt
reduction
as
much
as
we
would
like,
unless
we
think
about
how
to
leverage
the
involvement
of
those
upcoming
technology
to
get
the
sharing
aspects
of
it
complete.
As
much
as
we
can.
C
D
Well,
I
I
had
a
comment
there
concerning
technology
as
well,
and
that
was
the
micro
mobility
and
the
use
of
electric
bikes,
electric
scooters
et
cetera.
I
think
that's
gonna
could
change
things
tremendously
great,
and
I
also
think
food
delivery
is
can
also
potentially
change
things
as
far
as
people
have
to
go
to
the
store
or
those
kind
of
deliveries.
Okay,.
I
O
Yeah,
that's
a
great
great
question
and
yes,
we
are
considering
those,
including
working
with
vta
on
their
fast
fast
transit
policy
implementation,
as
well
as
through
some
of
the
area
plans
that
wilson
mentioned.
We
also
do
have
transit
signal
priority
in
a
number
of
locations
throughout
the
city
of
san
jose,
but
we
are
also
consistently
working
with
vt
to
improve
them,
especially
in
areas
like
north
san
jose,
along
the
light
rail,
as
well
as
our
east
east
west
spines,
like
alum
rock
santa
clara
right
yeah,
because
if
buses
get
more.
J
So
I
support
the
motion
as
proposed
by
bonnie
and
accepted
by
the
motioners.
I
just
wanted
to
also
make
sure
that,
as
we
look
at
jobs,
housing
balance
we're
looking
at
jobs,
housing
fit
because
that's
that's
so
important.
We
can
build
all
kinds
of
high
income
housing
and
create
a
lot
of
low-income
jobs
and
still
have
a
problem
with
people
having
to
drive
in
from
modesto
or
much
farther
away
to
get
to
their
job.
So
important
piece.
E
E
How
do
you
see
what
do
you
see
as
the
process
for
looking
at
subcontractors
and
the
tvm
policies?
I'd
like
to
have
a
better
understanding,
because
it
directly
will
affect
future
development?
And
how
do
you
see
something
like
that
proceeding
and
beginning
to
work
that
into
our
tdm
programs
for
development.
O
I
think,
as
I
understood
the
the
request,
it
was
to
really
explore
and
be
explicit
about,
including
all
all
people
who
who
work
in
a
place
as
we
proceed
with
with
any
transportation
demand
management
requirements.
So
I
think
that
from
a
process
perspective
we
can
actually
we
can.
We
can
certainly
take
that
request
in
and
fold
it
into
the
tdm
transportation
demand
management
policies
moving
forward.
O
E
Appreciate
that
the
other
question
I
wanted
to
ask
was
going
back
to
jim
zito's
first
comments:
what
is
staffs?
Do
you
have
a
protocol
yet
or
a
process?
The
new
normal
that
we
talk
about?
It's
been
brought
up
several
times
this
evening
on
how
you're
going
to
continue
postcoded
to
track
what
these
new
normals
are,
and
the
sustainability
of
the
new
modeling
for
working
from
home
kids,
going
to
school
from
home,
et
cetera,
et
cetera,
et
cetera,.
O
Let
me
see,
I
might
start
and
wilson
wilson
could
give
everybody
two
hours
on
that
question,
but
I
know
it's
8
20..
So
with
that
in
mind,
the
the
travel
demand
model
that
we
use
is
really
how
we
get
this
information
at
this
point,
and
that
is
an
estimate
of
all
the
places
that
people
kind
of
throughout
the
region
go
on
a
daily
basis
and
how
they
get
there.
O
That
estimate
is
richly
informed
by
survey
data
combination
of
census,
data,
caltrans
household
survey,
data,
economic
data,
demographic
data,
etc,
but
it
it
really
helps
us
paint.
A
picture
of
you
know
simulating
really
how
people
get
around
and
by
what
modes
they
get
around.
So
it's
not
so
much
tracking.
Q
Q
K
Yes,
thank
you
and
thank
you
pat
for
bringing
that
back
up
again,
because
there
is
a
new
normal
and
I
would
like
to
see
if
it's
not
already-
and
it
may
be,
but
just
to
clarify.
That
is
part
of
number
four,
with
additional
actions
that
we
recommend
the
pursuit
of
active
partnerships
with
school
districts
and
businesses
and
maybe
provide
incentives
for
things
like
shuttle.
C
Great
okay,
so
I
just
wanted
to
restate
the
motion
and
make
sure
I
have
it
accurate
accurately
so
to
approve
all
of
the
staff
recommendations
and
incorporate
how
the
introduction
of
new
technology
the
changing
face
of
work,
the
jobs,
housing
ratio
and
fit
equity
amongst
communities,
open
space
preservation,
success,
metrics
and
how
looking
at
subcontracted
workers
as
part
of
tdm
measures
that
all
of
those
are
considered
as
part
of
the
analysis.
As
this
as
this
policy,
the
set
of
policies
is
developed.