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From YouTube: JAN 29, 2020 | Planning Commission Study Session
Description
City of San José
Planning Commission Study Session
View agenda at https://sanjose.legistar.com/View.ashx?M=A&ID=759924&GUID=0BB74B02-53C9-43B5-9301-9B8195BA7B99
A
B
A
Background
on
climate,
smart
San,
Jose
and
some
of
you
may
have
more
familiarity
with
it
than
other.
Basically,
climate,
smart,
San
Jose
was
adopted
in
February
2018
as
the
city's
greenhouse
gas
reduction
policy
driver
and
it's
basically
the
city's
effort
to
maintain
compliance
with
the
Paris
climate
Accords
of
2016,
which
both
the
city
of
San,
Jose
and
state
of
California
had
committed
to
agreeing
to
even
of
the
u.s.
withdrew
from
it.
A
Here
to
listen
to
me
talk
so
basically,
as
we
adopted
climate
smart
in
at
towards
the
end
of
2018,
the
city
was
able
to
get
some
grant
money
from
Bloomberg
philanthropies
as
part
of
the
American
cities,
climate
challenge.
This
was
a
nationwide
effort
that
include
25
or
well
24
other
cities
throughout
the
US
to
achieve
goals
related
to
greenhouse
gas
reductions,
kind
of
a
four-pronged
approach
that
Santa
they
agreed
to
was
reducing
building
energy
use,
increasing
renewable
energy,
reducing
vehicle
travel
and
electrifying
vehicles.
A
E
Ed,
my
name
is
Rick
dish,
Nick
I'm,
the
chair
of
this
panel
and
madam
chair
members
of
the
Commission
members
of
staff
and
the
public,
and
we
thank
you
for
the
opportunity
to
make
this
presentation
a
little
bit
about
the
Urban
Land
Institute.
Our
mission
is
to
provide
leadership
and
the
responsible
use
of
land
and
in
creating
and
sustaining
thriving
communities
worldwide
or
an
organization
that
was
started
in
1936.
E
We
have
over
40,000
members
around
the
globe.
2,300
of
them
are
here
in
the
Bay
Area.
We
do
a
lot
of
things
in
the
area
of
real
estate,
development
and
land
use,
planning
and
financial
disciplines
in
San
Francisco.
We
provide
a
forum
for
sharing
of
best
practices.
We
also
create
opportunities
for
young
professionals
to
develop
their
skills
and
build
relationships.
We
organize
in
conduct
meetings.
We
direct
outreach
programs
administer
the
urban
plan
program
and
conduct
technical
assistance
panels,
of
which
this
is
one.
What
is
a
technical
assistance
panel?
E
It's
based
upon
the
advisory
services
panel
program
that
was
started
in
1947
and
in
the
Bay
Area
we've
done
over
34
of
these.
Since
2006,
we
provide
independent,
objective
candid
advice
on
important
land
use
and
real
estate
issues.
So
what's
the
process
we
review
background
materials
provided
by
the
staff,
we
receive
a
sponsor
presentation
and
a
tour.
We
conduct
stakeholder
interviews,
we
consider
the
data
frame,
the
issues
and
write
recommendations.
We
make
a
presentation
and
we
ultimately
produce
a
final
report
which
you'll
probably
see
within
the
next
several
months.
E
Why
is
this
important?
Why
focus
on
parking
in
a
climate
challenge
program?
Well,
here
are
the
parking
challenges
and
opportunities.
You've
seen
these
around
the
city
parking
takes
up
a
lot
of
space.
You
can
see
the
metrics
from
a
dining
room
table
to
a
home
office
to
a
parking
stall
parking
is
about
balancing
access
and
directly
shapes
demand.
E
What
is
our
assignment?
How
should
the
city's
zoning
code
be
modernized
and
enhanced
to
achieve
its
goals?
What
are
the
on-the-ground
impacts
of
these
Changez?
The
city
of
San
Jose,
would
like
to
reduce
parking
cost
to
developers,
especially
for
affordable
housing,
and
seeks
to
understand
how
this
might
impact
the
financing
of
development
projects.
E
E
E
We
heard
from
city
staff
planning,
building
and
code
enforcement,
economic
development,
environmental
development
services,
Department
and
Department
of
Transportation,
so
we
were
asked
to
do
parking,
but
there's
a
lot
of
other
things
that
are
on
this
list.
This
was
a
big
assignment
a
little
bit
more
than
we
normally
anticipate.
So
we
have
some
big
ideas.
One
of
them
is
one
size
does
not
fit
all
flexibility
and
adaptability.
F
F
Rick
so
Darren
and
I
are
gonna
kind
of
pass,
the
mic
back
and
forth
a
little
bit
as
we
talk
about
our
our
ideas.
Around
parking
policy,
reform
and
kind
of
the
overarching
concept
is:
is
this
it's
just
right
parking
and,
and
so
what
that's
about
it's
not
it
doesn't
have
to
do
with
being
anti
parking
or
pro
parking.
F
Parkington
am,
is
that
demand
is
dynamic
in
terms
of
time,
so
just
on
a
daily
basis,
there's
fluctuations
on
need,
and
then,
in
the
long
term,
we're
seeing.
You
know
generational
change
in
terms
of
the
importance
of
car
ownership,
which
you
can
see
in
that
chart
on
the
right
and
we're
also
seeing
innovations
around
you
know,
there's
automation,
etc.
F
That's
leading
to
changes
in
vehicle
ownership
and
parking
demand,
there's
also
variability
within
building
typology,
so
affordable
housing
typically
requires
less
parking
than
market
rate
housing
office
versus
industrial,
even
the
difference
between
neighborhood
scale,
commercial
and
larger
commercial,
there's,
different
kinds
of
parking
need
and
then
mixed-use
development.
You
know
housing
within
a
mixed-use
development,
because
there's
more
immediate
access
to
services
parking
demand
is
different
for
that
type
of
development
than
it
would
be
for
other
forms
of
housing.
G
I'm
darren
rana
Liddy
and
I
work
at
the
city
of
Oakland
I'm,
a
housing
policy
adviser
to
Oakland
Mayor
Libby
Schaaf,
and
we
went
through
in
2016
a
comprehensive
update
to
our
zoning
code.
So
I'm
really
happy
to
be
able
to
share
some
some
lessons
learned.
So
here's
the
first
big
idea,
we're
gonna,
propose
and
recommend
that
you
consider
eliminating
minimum
requirements.
G
Now
in
our
stakeholder
interviews.
One
of
the
things
we
heard
was
okay.
If
we
eliminate
minimum
parking
requirements,
what
Worth
where's
all
that
parking
going
to
go,
is
that
gonna
go
into
our
neighborhoods,
so
the
spillover
effect
and
that
fear
is
real
but
I
think
it's
important
to
keep
in
mind
a
couple
things
number
one:
eliminating
minimum
parking
requirements
doesn't
mean
eliminating
parking
okay.
So
what
we're
saying
is,
rather
than
prescribe
a
static
parking
amount,
that
parking
really
needs
to
be
sized
or
the
project.
Different
projects
need
different
amounts
of
parking.
G
So
the
regulations
should
reflect
that
in
Oakland
we
eliminated
minimum
parking
requirements
in
downtown
Oakland
and
you
see
a
whole
range
of
parking
and
new
development
from
zero
spaces
in
up
in
up
and
up
into
about
1.25
spaces
per
unit
for
residential
projects
and
everything
in
between.
So
it
depends
upon
small
units
units
total
units
condo
units,
so
we
think
that
it's
the
market
and
the
project
is
in
a
better
position
to
get
the
parking
right
rather
than
the
code.
G
So
if
you
look
at
our
earliest
one,
the
Fruitvale
BART
station
was
a
national
model.
We
would
never
do
it
like
that
again
low
density
over
parked,
but
you
know
what
we
learned
and
our
latest
transit
villages
are
much
better.
So
there's
that
fear,
but
you've
got
to
try
something
because
the
status
quo
just
isn't
working
I,
don't
want
address.
Another
fear
that
we
heard-
and
this
came
a
lot
from
city
staff
which
is
okay.
G
We
said:
that's
gonna,
be
good.
You're
gonna
be
able
to
handle
that
everybody
said
that's
good.
We
were
able
to
do
that
and
then
over
time
as
the
market
adjusts,
then
that
number
can
come
down.
We
didn't
come
in
with
a
really
aggressive
number,
because
if
you
come
in
with
a
number,
that's
too
low
development
may
not
be
feasible.
F
It's
a
good
thing,
and
then
we
heard
about
some
low-hanging
fruit.
You
know
we
know
that.
There's
a
it's
hard
to
getting
funding
for,
to
improve
VTA
and
in
transit
infrastructure
is
hard,
but
there
might
be
some
low-hanging
fruit
that
can
improve
the
system.
One
of
the
things
we
heard
is
just
having
greater
information
about
bus
and
train
schedules.
Maybe
even
an
app
would
be
helpful
and
then,
in
the
long
term
we
really
think
that
in
you
know,
hopefully
there
will
be
increased
revenues,
etc.
That
increasing
investment
in
VTA
is
is
a
good
thing.
G
So
we
were
asked
to
think
about
ideas
concerning
how
a
parking
reform
could
promote
social
equity,
because
it's
important
to
remember
that
not
everyone
in
the
community
has
the
same
mobility
options
or
ability
to
pay
if
you're
going
to
be
pricing
parking
at
different
levels.
So
we
would
encourage
you
to
think
about
parking
from
an
equity
perspective
in
two
ways.
One
is
from
a
parking
supply
perspective.
Parking
is
really
expensive
to
build.
Construction
costs
are
very
high
and
housing
is
very
high
in
large
part,
because
construction
costs
are
very
high.
G
If
you
can
reduce
those
construction
costs,
you
can
provide
housing
at
more
affordable
levels
which
will
address
equity
issues.
Another
thing
to
think
about
is
parking,
demand
and
pricing.
So
if
you're
going
to
be
pricing
parking,
either
off
street
or
on
street
in
a
dynamic
way
based
on
market
demand,
then
you
want
to
think
about
how
that
might
disproportionately
impact
lower-income,
households
or
households
that
are
have
less
ability
to
pay
those
market
prices.
G
We
also
encourage
you,
as
you
continue
to
do
robust
community
engagement,
we've
heard
loud
and
clear
from
the
stakeholders
that
that's
absolutely
critical.
We
did
this
in
Oakland,
it
took
two
years
to
update
our
parking
requirements
and
it
was
meeting
and
meeting
and
meeting
and
meeting
and
lots
and
lots
of
challenging
conversations.
But
it's
absolutely
critical
and
I.
G
Think
one
thing
that's
really
important
is
everybody
has
an
opinion
about
parking,
so
it's
important
that
the
city
really
think
about
what
kind
of
parking
data
it
has
and
if
it
doesn't
have
the
data
to
go
out
and
get
that
data,
because
if
you
want
to
really
provide
some
convincing
public
policy
proposals,
you
need
two
things.
You
need
data
and
you
need
a
story
and
that
needs
to
be
done
in
a
gated
in
a
professional
way.
And
if
you
don't
have
those
stories,
you
need
to
go
out
and
get
those
stories.
G
So
that
would
mean
talking
to
folks
who
live
without
cars
there
talking
to
folks
who
live
in
affordable
housing
and
sure
that
when
you're
engaging
with
residents
that
they
understand
the
breadth
of
the
community
that
we're
talking
about
here.
Another
thing
to
think
about
is
there
might
be
some
creative
solutions
that
are
applicable
to
specific
neighborhoods.
So
if
a
neighborhood
is
concerned
about
potential
spillover
and
that
there's
a
nearby
institution,
we
think
institutions
could
be
good
partners
for
shared
parking,
such
as
churches,
schools
and
other
institutions.
F
So
I'm
going
to
kind
of
do
a
quick
summary
of
of
what
Gary
and
I
were
just
discussing
and
break
it
down
into
these.
These
three
buckets.
So
in
the
short
term,
we
we
recommend
in
the
12
to
24
month
range
to
look
at
piloting
the
elimination
of
parking
minimums
in
Tod
and
Tod
zones
establishing
reasonable
maximums
to
prevent
extreme
over
parking
to
improve
alternative
means
of
mobility
to
incentivize.
Dense
housing,
particularly
around
existing
transit,
develop
robust
communication
strategy
and
engage
communities.
F
Creative
strategies
to
eliminate
immediate
parking
concerns,
let
such
as
the
ones
Darren
was
just
mentioning
improved
parking
and
transit
and
then
considering
the
equity
impacts
associated
with
parking
reform
in
the
midterm,
really
collecting
data
on
the
on
what's
been
implemented
and
seeing
how
it's
working
and
making
adjustments
as
needed,
and
then
in
the
long
term.
You
know.
We
really
believe
that
enhancing
the
transit
services
is
an
important
piece
of
this.
So
imma
turn
it
over
to
Wendy.
H
Thanks
all
right,
so
we
talked
about
this.
One
size
does
not
fit
all
so
we
want
to
apply
this
and
take
a
look
at
Tod
developments,
large-scale
Tod
developments
and
the
opportunities
so
important.
Just
to
start
off.
We
know
this,
but
all
transit
areas
are
not
the
same.
Your
downtown
is
very
strong.
I
moved
here
23
years
ago.
I
couldn't
have
said
that
23
years
ago,
there's
a
lot
of
work
and
a
lot
of
hard
work
and
it's
very
strong
and
it's
only
going
to
get
stronger.
H
So
why
is
it
strong
because
you've,
a
great
mix
of
uses,
it's
close
to
multiple
transit
options
and
you
have
the
synergy
amongst
users.
Lawyers
want
to
go
to
the
architects
who
want
to
go,
get
a
sandwich
downtown.
Who
go
you
hop
on
the
train
and
that's
what
a
dynamic
core
Tod
area
should
be.
Then
you
also
have
the
opportunity
to
have
you.
Have
these
Tod
s
I'm
going
to
use
existing
lussac's?
H
We
know
that
Berrio
says
is
going
to
be
opening
up,
but
you
have
existing
stations
or
protect
our
very
near
stations,
and
those
are
areas
that
are
going
to
be
more
likely
for
successful,
more
likely
success
for
reduced
parking
options
because
you
have
the
mix
of
uses
and
the
planning.
That's
happened,
nearby
those
stations,
and
then
we
start
getting
into
other
categories.
Like
the
VTA
light,
rail
stops
and
bus
stops
and
those
are
probably
a
little
less
ideal
for
reduced
parking,
because
you
just
don't
have
the
same
ridership.
H
So
you
have
to
consider
what
type
of
parking
strategies
you're
going
to
be
using
around
those
areas,
and
then
there
are
a
lot
of
areas
in
San
Jose
that
are
minimally
minimally
served
by
transit
and
those
are
definitely
going
to
be
the
most
challenging
areas
for
parking
reductions,
and
so
that's.
This
is
why
one
Transit
Center
is
not
equal
to
all.
H
I
Thanks
Wendy
Dennis
Williams,
with
north
mark
capital,
we
arrange
financing
on
income
property,
including
office,
industrial
retail
and
multi-family.
You
name
it
so.
The
perspective
that
I've
been
bringing
to
the
panel
is
really
a
focus
on
viability,
economic
viability,
financial
viability
of
any
of
the
changes
that
we
make.
So
as
we
were
listening
to
the
various
constituents
within
a
city
and
various
departments,
there
seem
to
be,
there
are
different
goals
and
in
in
some
instances
those
goals
are
aligned
in.
I
In
other
cases,
they
could
be
in
conflict
and
a
primary
goal
is
to
increase
commercial
development.
The
city
of
San
Jose
has
more
residence
at
night
than
during
the
day,
you're
bleeding
jobs
to
other
communities
and
that's
clogging
your
streets,
clogging
your
freeways
and,
of
course,
draining
services
and
the
tax
revenue
is
going
elsewhere.
So
I
know
that
a
big
priority
for
the
city
is
to
increase
commercial
activity
specifically
office
and
R&D
development,
and
a
Tod
is
a
natural
place
to
do
that.
I
To
ultimately
achieve
your
your
climate
goals,
so
it
seems,
on
the
one
hand,
those
things
may
be
aligned.
However,
as
Wendy
pointed
out,
not
all
Tod
s
are
created
equal
and
there
are
many
that
just
aren't
ready
for
office
development.
There
is
no
office
market
around
those
areas
and
so
simply
doing
high
density
development
with
low
parking
in
those
locations
could
result
in
projects
that
are
simply
not
feasible.
I
So
one
of
the
things
to
think
about
is
maybe
rethinking
the
goal
by
virtue
of
simply
developing
new
office
in
Tod
areas,
even
if
there's
excess
parking
to
begin
with.
If
we
don't
go
too
tight
on
the
parking,
we
will
have
accomplished
reducing
vehicle
miles
traveled
simply
by
having
San
Jose
residents
working
in
San,
Jose
and
no
longer
driving
up
to
Santa,
Clara
and
Palo
Alto
and
Mountain
View
and
other
places.
So
why
perhaps
not
being
too
aggressive
on
on
cutting
parking
and
transit
oriented
the
the
projects
are
are
viable
for
users?
I
We
could
still
achieve
those
other
goals
on
reducing
vehicle,
miles,
traveled
and
greenhouse
gases.
So
that's
one
of
the
concerns
about
parking
maximums
is
that
imposing
those
on
Tod
s
may
seem
like
it
works,
but
what
we
one
of
our
thoughts
and
recommendations
here
is
that,
with
a
large
mixed-use
project
around
the
transit
oriented
development,
you
could
allow
for
more
parking
upfront
and
then,
as
the
location
proves
to
be
commercially
viable
and
tenants
want
to
be
there.
I
As
you
add
subsequent
phases,
that's
when
you
can
start
to
squeeze
down
on
the
parking,
but
don't
start
off
doing
that
and
in
the
process
end
up
in
situations
where
your
Tod
projects
are
empty
because
that's
not
accomplishing
anything.
You
know
another
thing
to
think
about.
One
of
the
trends
that's
been
going
on
in
Silicon,
Valley
and
Bay
Area
for
some
time
and
across
the
country
in
the
world
is
increasing
intensity
of
office.
Use
we've
gone
from
four
employees
per
thousand
square
feet
in
some
cases,
six
employees
per
thousand
feet.
I
You
know
flexibility,
certainly
thinking
about
ways
to
to
feed
off
of
of
those
transit
nodes
and
get
people
connected
to
where
they,
where
they
live
or
shop
or
or
otherwise
or
spending
time.
So
a
mobility
option
is
an
example
from
downtown
San
Jose,
dear
Don.
As
that
develops,
you
know,
those
are
the
types
of
creative
things
you
can
do.
I
Tdm
and
EMA
measures
are
certainly
important,
and
another
thing,
of
course,
is
parking.
Garages
no
longer
have
to
be
so
static.
There
were
examples
of
developers
building
garages
with
an
idea
toward
changing
the
use
on
the
first
couple
of
floors
as
an
example
to
a
commercial
use
in
designing
them
accordingly,
so
with
that,
I
want
to
turn
it
over
to
back
over
to
Wendy.
Thank
you.
H
So
we,
when
we're
talking
about
this,
there's
some
important,
unique
considerations.
One
is
that
you,
as
well
as
large,
you
want
to
attract
your
large
tenant,
possibly
in
your
large
office
space
and
some
of
these
2ds,
but
with
that
will
also
come
some
smaller
office,
tenants,
inevitably
to
sort
of
fill
the
gaps
and
oftentimes
smaller
office.
Tenants
won't
be
able
to
afford
the
same
TDM
policies
that
a
larger
developer
might,
for
example,
shuttles.
H
That
might
be
something
that
a
larger
developer
can
take
on,
but
somebody
that
only
has
15,
20
30
thousand
square
feet
of
office
might
not
be
able
to
accommodate.
It
might
be
as
an
alternative
that
there
could
be
a
TMA
for
the
entire
area
that
that
that
all
developers
could
pay
into
that
then
could
be
have
some
creative
transportation
strategies
that
could
be
implemented.
Then
the
neighborhoods
serving
retail
within
a
Tod.
H
So
you
always
have
the
restaurants
and
the
shops
that
obviously
are
going
to
be
utilized
by
those
people
that
are
in
the
Tod
as
well
as
those
without
or
outside
of
it.
Excuse
me,
but
you
if
the
desire
is
to
attract
something
like
a
grocery
store
or
a
big-box
retailer
into
your
Tod.
Those
retailers
are
going
to
require
standard
parking
requirements,
they're
not
going
to
be
thinking.
H
People
are
going
to
be
carrying
gigantic
rolls
of
toilet
paper
on
on
Bart,
so
it
just
depends
on
the
type
of
retailer
that
you
want,
but
retailers
are
very
fickle
about
parking,
and
so,
if
you
want
to
have
successful
retail,
you
want
to
be
able
to
supply
parking
standards
that
will
be
successful
and
then
outside
of
a
Tod.
We
had
a
lot
of
meetings
with
stakeholders
and
there
they
feel
very
isolated,
and
they
also
recognize
that
policy
changes
can
be
really
really
impactful
to
their
businesses.
H
Very
small
policy
changes
on
parking
could
shudder
that
business,
because
retail
is
kind
of
hanging
on
by
a
thread
right
now,
so
we
need
to
recognize
that
for
those
businesses
that
are
not
close
to
transit,
we
need
to
be
very
sensitive
when
we're
reforming
parking
policies,
just
a
touch
on
for
sale
and
TOD
developments,
or
excuse
me
of
residential
in
in
Tod
areas.
All
all
residential
developments
are
not
the
same
for
sale
properties.
H
That
certainly
can
be
considered,
and
we
just
wanted
to
put
a
little
note
on
here.
I
think
we'll
talk
a
little
more
about
affordable
housing
later,
but
the
affordable
housing
has
its
own
special
considerations.
You
cannot
unbundle
parking
for
affordable
housing,
for
example,
there's
other
things
that
maybe
they
that
we
need
to
be
very
aware
of
before
we
change
parking
policy
on
just
all
housing
types
that
affordable
housing
is
unique.
H
So
as
far
as
implementation
for
our
large-scale
Tod
s,
there
are
some
short-term
things
we
can
do.
We
can
prioritize
attracting
commercial
tenants
of
a
reduction
of
parking.
We
can
identify
top
T,
o
DS
that
have
the
best
potential
to
attract
development
and
consider
appropriate
TDM
measures
for
those
early
phases
of
development
and
then,
as
we've
attracted
the
commercial
tenants,
as
we
continue
to
phase
in
larger
portions
of
that
commercial
development,
we
need
to
assess
what
the
parking
demand
has
been
for
that
first
phase
of
development.
H
Maybe
there
is
excess
part,
in
which
case
we
can
adjust
parking
requirements
for
future
phrases.
Accordingly,
we
can
continue
to
evaluate
our
TDM
measure,
success
and
be
nimble
again
and
maybe
there's
alternative
TDM
measures
that
that
developed
that
development
or
that
tenant
might
be
able
to
implement
and
long
term.
We
want
to
expand
and
reevaluate
the
priority.
Tod
s
as
public
transit
does
continue
to
improve.
There's
a
lot
of
things
that
are,
you
know
in
the
queue
Caltrain,
electrification,
etc.
J
Hello,
commissioners,
this
is
now
it's
on
Eric,
Tao,
well,
37
partners,
I'm,
a
multi-family
housing
developer,
mostly
focused
in
San
Francisco,
Mary
and
I.
Both
are
housing
developers,
so
we're
bringing
a
little
bit
of
this
urgent
Housing,
Development
lands.
I
know
that's
not
exactly
the
case
here
in
our
exact
assignment,
but
so
we're
looking
through
our
housing
lens,
but
we're
looking
at
parking
and
along
the
theme
of
one
size
does
not
fit
all
we're.
Looking
at
neighborhood
scale
development
along
commercial
scripts,
so
one
of
the
questions
was:
how
do
we
reduce
parking
costs?
J
How
to
reduce
parking
without
impacting
the
viability
of
development
financing
and
how
to
help
make
affordable
housing
more
viable
by
reducing
parking?
We
know
not
one
size
fits
all.
We
also
don't
want
to
cannibalize.
We
heard
loud
and
clear
commercial
retail
opportunities
in
these
neighborhood
commercial
zones
and
we
because
these
commercial
zones
are
so
close
to
the
bedroom
communities
we
don't
want
to.
J
We
have
to
mitigate
the
impact
to
those
communities,
so
we
came
up
with
a
toolkit
to
find
the
right
fit
and
mitigate
these
concerns,
and
then
we
took
that
toolkit
and
we
applied
it
to
a
case
study.
So
this
is
kind
of
the
continuum,
and
this
shows
and
tries
to
the
push
and
pull
more
parking
cost
more
than
less
parking
market
rate
and
condo
type
projects
need
more
parking,
affordable.
As
when
you
point
out
low-income
the
less
parking
we
talked
to
Dan
Wu
of
charities,
housing
and
he
basically
said
the
parking
requirements
of
the
city.
J
Right
now
is
the
tail
wagging
the
dog
when
he
should
be
building
more
affordable
housing,
and
we
need
to
change
that
for
because
his
residents
in
many
of
these
affordable
housing
communities
do
not
have
cars
with
fewer
transit
options.
You
need
more
parking,
proximity
to
transit
and
alternate
modes.
You
need
less
parking.
What
we
heard,
allow
is
public
perception
about
more
parking.
Public
perception
is
more
parking
will
be
more
congestion.
J
Well,
let
me
just
the
the
public
projection
is
by
having
more
parking.
The
cars
will
stay
in
the
parking
lot
and
there'll
be
less
congested,
has
spilled
over
into
their
neighborhood,
their
neighborhood
communities.
The
reality
is
when
you
have
less
parking,
you
have
less
cars
and
when
we
asked
I
met
with
youth
commissioners
who
live
in
less
affluent
neighborhoods,
and
we
asked
what
is
causing
all
the
demand
and
all
the
crowding
in
your
streets,
and
they
both
said
after
some
thought
is
really
from
having
overcrowding
in
their
single-family
homes,
not
from
development.
J
So
we
need
to
change
that
public
perception,
so
some
toolkits
to
allow
for
mitigation
of
housing
development
and
still
allow
parking.
We
need
to
allow
flexibility
to
increase
parking
in
the
future.
What
we've
done
in
some
projects?
We
will
build
parking
below
the
minimum
requirement,
but
allow
for
scalability
by
adding
either
valet
or
or
adding
lifts.
J
Stackers.
That
later,
can
add
density.
If
needed.
We
recommend
TDM
light
when
you
have
too
heavy
a
TDM
burden
on
a
developer.
We
cannot
finance
the
project
residential
parking
programs,
everybody
likes
to
talk
about
it.
Nobody
knows
how
to
enforce
it,
but
it
could
be
something
that
we
put
on
the
table
and
said:
look
if
it
becomes
a
problem
you
become
under
parked
developer.
You
will
commit
to
trying
to
participate
in
a
RPP.
J
We
like
shared
parking
districts,
I
talked
to
another
youth,
commissioner,
and
he
talked
about
the
fact
that
there
are
schools
and
parking
lots
that
could
be
used
as
shared,
and
we
also
talked
to
japantown
residents
and
they
consider
diagonal
parking
as
a
substitute,
the
parallel
to
increase,
naturally,
density
of
parking
without
impacting,
but
without
impacting
the
built
environment.
So
let's
apply
the
toolkit.
We
looked
at
some
of
these
neighborhood
commercial
areas
and
we
think
that
we
can
repurpose
use
the
toolkit
and
repurpose
over
park
retail.
With
one
acre
of
parking.
J
We
can
build
a
hundred
to
two
hundred
units
of
parking,
I
mean
housing
and
I
think
we
only
need
about
0.8
to
one
ratio,
because
at
nine,
when
the
parking
lots
of
these
over
part
retail
empty
out,
you
can
have
any
overflow
of
flow
into
that.
And
during
the
day
when
the
parking
in
the
resi
is
built,
you
can
have
the
overflow
of
Annie
retail.
J
If
Annie
needed
can
use
the
retail
part
the
residential
parking,
and
we
would
like
the
idea
of
ground-floor
flex
space
that
will
allow
for
makers,
live
work,
other
type
of
commercial
uses,
as
well
as
on-site
residents.
So
the
dual
purpose
and
we
hand
it
over
to
Mary
she's
gonna,
walk
us
through
kind
of
the
application
of
tool
kit,
making
it
work
for
a
specific
site.
K
Thank
you,
gentlemen,
and
a
scholar
so
bona
fide
affordable
housing
developer
with
a
girl
scout
salute
who
have
been
for
33
years,
struggling
to
climb
the
hill.
They
get
affordable,
housing
built
and,
as
you
know,
we're
all
fighting
a
very
difficult
losing
battle
as
rents
have
climbed
enormously.
So
it's
it's
a
huge
priority
and
I
can't
go
out
in
the
world
without
finding
all
kinds
of
land
where
you
might
not
expect
it,
but
there's
so
much
space
around
small-scale
retail
that,
where
there's
parking
lots
are
just
going
unused.
K
So
we
decided
to
just
show
you
some
photographs
of
a
case
study,
and
hopefully
this
will
help
draw
the
picture.
Whoops
no
picture.
Yet
this
is
a
little
case
study
about
a
site
that
we
saw
when
Ed
drove
us
around
on
the
bus.
Yesterday,
capital
McKee
and
it's
10
acres
of
surface
parking
with
a
little
bit
of
commercial
next
to
it.
K
So
the
zoning
height
limits
would
need
to
be
established
to
allow
us
to
have
a
very
tall
ground
floor
to
be
able
to
fit
the
double-decker
parking
in,
and
then
we
have
an
alternate
use
for
the
reach
that
allows
retail
on
either
side
or
loft
style
apartments.
But
one
thing
that's
really
key,
especially
in
East
San
Jose.
K
It's
the
housing
is
very
overcrowded,
and
this
is
a
situation
that
occurs
all
over
the
Bay
Area,
because
rents
are
high,
salaries
are
low
and
people
are
renting
out
spare
rooms
and
garages
and
so
on,
and
so
what
you
do
is
you
see
a
lot
of
streets
where
there's
cars
flowing
out
into
the
street
from
the
driveways?
It's
barely
room
at
the
curb
to
park.
We
need
more
housing
in
these
areas.
If
we
can
create
it,
so
what
we
would
do
in
our
affordable
housing
would
be
to
create
a
neighborhood
preference.
K
We
have
to
do
this
strictly
within
Fair
Housing
law,
which
we
know
how
to
follow,
and
it's
rigorous
but
important
and
make
sure
that
we
can
help
maximize
the
number
of
residents
from
the
local
area
who
move
into
the
housing
so
that
they're
not
displaced
and
can
benefit
from
this.
So
let
me
move
ahead
and
show
you
a
picture.
This
is
the
aerial
photograph
of
the
site
that
I'm
talking
about
and
if
I
could
get
a
little
pointer
to
work,
no
I'm
useless
with
a
pointer,
okay,.
B
K
K
You
can
see
it
easier
on
the
right,
it's
slightly
larger,
where
it
shows
the
Dollar
Tree
store
and
the
parking
if
you
measure
that
parking
lot
right
next
to
it,
that's
10
acres
of
land
right
there,
it's
just
a
lot
of
acreage
and
all
over
the
city.
You
can
find
examples
like
this:
it's
not
next
to
transit,
but
still
very
valuable
site.
This
and
there's
tons
and
tons
of
land
like
that.
So
oh.
F
K
Beg
your
pardon
I
meant
heavy
real,
sorry,
I,
always
think
I'm,
a
bart
writer.
What
can
I
tell
you
and
you've
got
a
lot
of
Bart
coming
down
here,
which
is
terrific,
so
well
as
Eric
explained,
we'd
be
sharing
parking
with
the
commercial
here's.
The
idea
of
the
of
the
higher
ground
floor
to
allow
for
stacking
back
parking
if
necessary,
and
you
could
put
retail
in
something
like
with
the
yellow
spaces
or
you
can
create
live-work,
lofts
or
artist
lofts
or
just
plain
old
housing
units
in
those
spaces
as
well.
K
So
if
you
use
Amazon
that
just
erodes
your
local
businesses,
it's
very
difficult
situation
for
everybody
and
it
increases
the
viability
and
the
use
of
future
mass
transit
by
adding
more
resonance
and
alternate
modes
of
transit
by
creating
a
critical
mass
of
users
so
and
provides,
as
I
mentioned
three
times
already,
additional
opportunities
for
housing,
which
God
knows
we
need
last
building
I've
occupied.
We
had
1200
applicants
within
10
days
for
a
hundred
units
and
I
know.
You
have
exact
situation
here
too,
so
the
city
city
has
done
a
ton
of
important
work.
K
I'd
like
to
thank
you
I
think
we
forgot
to
do
that.
At
the
beginning,
the
staff
put
together
a
ton
of
work
to
put
a
huge
briefing
book,
was
packed
with
all
kinds
of
information
and
wonderful
relevant
studies
for
us.
They've
you've
also
I
know
that
the
City
Council
has
approved
putting
a
measure
which
is
going
to
be
on
the
March
ballot
for
a
transfer
tax,
which
is
vitally
important
to
help
subsidize
affordable
housing
which
is
very
expensive
to
build.
K
So
the
City
Planning,
Department
and
council
also
proved
your
urban
growth
areas
which
you
can
see
on
this
map,
but
I
just
wanted
to
highlight
the
fact
that
it's
terrific
that
all
the
sonne
work
has
been
done
in
in
those
purple
areas.
But
there
are
so
many
other
areas
in
the
city
that
also
have
this
underutilized
retail.
So
the
next
time
you
drive
into
a
target
market
somewhere
just
look
around
the
sea
of
parking
guts.
They
call
fried
egg
development.
You
know
the
yolk
is
the
building
and
the
middle.
K
The
white
is
the
rest
of
its
empty,
could
have
tons
of
housing
in
there.
They'd
sell
more
widgets
in
the
target
target
market,
so
I
think
I've
gone
on
long
enough,
probably
overstayed
my
welcome
here's.
The
here's,
the
timing
or
some
of
the
timing
possibilities
about
expanding
some
of
the
rezoning
opportunities
in
the
city
beyond
what
you've
already
done
in
urban
villages,
to
include
ground-floor
flex
space
and
give
us
the
opportunity
to
scale
parking
over
time
and
then
incorporate
neighborhood
preference
and
help
with
that
overcrowding,
situation
create
shared
parking
and
parking
districts.
I'm.
K
Looking
at
you,
Shiloh
and
I
forgot
to
mention
that
17
feet
we
could
also
fit
in
some
good
bike.
Storage
got
to
have
that
and
then
continue
a
data
collection
of
the
commercial
parking
utilization.
So
you
can
tweak
it
over
time
and
then
long
term.
We
are
going
to
be
integrating
into
your
urban
village
vision,
I
hope
so
back
to
you,
sir.
K
E
E
Large
scale
neighborhood
scale
in
the
12
to
24
month
period.
In
the
mid
term,
we
have
just
right
parking,
large-scale
neighborhood
scale
and
in
the
long
term,
just
right
large
scale
and
neighborhood
skill.
These
are
just
a
sample
of
some
of
the
things
that
exist
in
your
community
when
we
think
about
San
Jose.
Usually
we
see
one
project,
one
area,
one
neighborhood
to
try
to
address
this
question
in
the
broadest
sense
in
your
community
is
very,
very
challenging,
but
we
think
that
this
is
a
beginning
point.
E
By
no
means
is
this
all
there's
a
lot
of
work
to
do.
There's
a
lot
of
different
places
that
you
have
to
deal
with.
You
have
an
extremely
diverse
community
by
virtue
of
ethnicity,
geography,
types
of
use
typology
and
a
series
of
things
that
when
you
look
at
it,
you
really
have
to
drill
down
and
understand
who
you're
affecting
as
you
go
forward
and
what
you're
affecting
in
the
built
environment.
So
with
that
I'd
like
to
thank
you
all
and
let's
see
that's
it.
We
have
a
few
minutes
for
questions.
L
L
M
M
G
N
M
M
O
M
And
how
do
we
think
about
the
best
ways
to
do
things
and
it's
related
to
the
idea
about
flexibility
and
we
need
to
kind
of
get
in
the
cycle
of
thinking
about?
Let's
try
things,
let's
fix
them
if
they
don't
work,
let's
adapt
them.
What's
the
ballgame
and
I
think
that
gets
back
to
doubt
and
output,
so
I
think
what.
M
Of
great
tools
along
great
entre
discussion,
it
ultimately
comes
back
to
all
of
us
about
how
do
we
take
these
ideas
and
think
about
a
process
that
can
really
think
about
how
we
manage
the
very
legitimate
concerns
that
people
have
but
creates
a
discussion.
A
dynamic
work
in
advance,
I
think
a
lot
of
great
ideas
here
and
take
us
to
the
place.
I
think
we
all
generally
agree.
We
want
to
be
in
terms
of
future
with
less
driving,
less
cars,
less
parking,
more
sustainability.
So
so
again,
thank
you
for
your
very
good
work.
P
Those
additional
costs
we
at
catalyze
us
be.
A
lot
of
our
members
are
really
interested
in
creating
communities
where
there
is
more
homes
for
everyone
and
less
parking
to
create
that
congestion.
In
essence,
cars
are
creating
for
many
of
us,
the
very
problems
that
are
making
our
lives
more
difficult,
the
air
that
we
breathe.
The
time
we
spend
with
our
families
the
amount
of
money
we
spend
parking
and
paying
for
our
vehicles,
professor
Gabby
from
Santa
Clara
University,
finds
that
renters
spend
17%
of
their
income
on
parking
every
month.
P
I'm
sorry
17%
of
their
the
rent
that
they
pay
goes
to
parking
every
month.
So
that
is
a
very
real
cost
for
low-income
families
when
they're
trying
to
rent
and
those
are
costs
that
we
need
to
be
keeping
in
mind
if
there
are
going
to
be
changes
in
our
transportation
system.
We
think
that
they're
going
to
be
transformational
and
that's
the
change
that
we
need.
We
think
that
younger
folks,
as
you
presented,
are
using
cars
at
a
much
lower
level,
and
that
is
what
we
need
to
solve
the
climate
crisis.
D
Scott
nice
executive
director
of
San
Jose
downtown
Association,
like
that.
Thank
you
alive
for
their
measured
and
pragmatic
presentation
here.
A
couple
things
really
really
struck
me
about.
We
don't
want
to
build
empty
buildings.
That's
not
gonna
help
anybody
so
role.
We
now
kind
of
where
we
want
to
be
with
subjugating
the
automobile,
the
no
parking
where
we
are
today
and
how
long
it
is
going
to
be
before
we
have
the
transit,
particularly
in
the
downtown,
to
allow
us
to
get
there.
D
I
thought
you
gave
us
some
really
excellent
breadcrumbs
to
follow
to
do
it
in
a
way
that
we
can
really
have
our
cake
and
eat
it
too,
and
walk
along
this
path
to
reducing
our
greenhouse
gases
and
everything
that
Alex
talked
about
with,
because
it's
fragile
and
and
if
we
don't
get
the
zoning.
If
we
don't
get
the
alchemy
right,
then
we
won't
have
the
people
there
that
are
going
to
make
the
downtown
happen.
So
thank
you
for
your
recommendation.
L
Anyone
else
all
right,
then
I'm
gonna
go
ahead
and
close
the
public
hearing
and
open
it
up
to
my
fellow
commissioners.
If
they
would
like
to
ask
questions
of
our
wonderful
panelists,
I
also
wanted
to
apologize
for
everybody
who
doesn't
have
food
I
feel
very
elitist
sitting
here,
eating
my
food,
but
in
our
defense
we're
going
straight
to
the
Planning
Commission
meeting
after
this
for
a
long
night.
So
please
forgive
us
for
eating
in
front
of
you
and
thank
you
to
the
staff
for
accommodating
us.
So
to
my
fellow
commissioners.
Any
questions.
C
H
C
K
Creating
a
building
in
Emeryville
Oakland
and
there's
a
lot
of
transit
there,
which
is
terrific,
but
you
have
the
potential
of
a
huge
amount
of
traffic
transit.
Dear
Dunn's,
going
to
be
the
biggest
station
in
the
state,
if
not
or
the
second-biggest,
for
train
throughput
and
with
once
Bart
gets
there.
It's
phenomenal,
very,
very
powerful,
but
it's
not
easy
walking
distance
from
downtown
so
being
able
to
have
protected
bike.
K
Paths
for
access
is
great,
but
not
everybody
can
ride
a
bike
or
has
a
bike
or
wants
to
ride
one
in
the
rain,
and
so
I
was
thinking
that
copying
the
model
that
Emeryville
has
which
is
inconveniently
located
transit.
They
have
the
MacArthur
BART,
far
away
from
their
downtown
and
they
have
Amtrak
also
far
away
from
their
retail
and
everything.
This
is
sort
of
spread
out,
so
they
just
decided
to
create
a
shuttle
bus
it
just
kept
going
around
and
around
and
it
works
very
well.
K
Q
Maddi
alchemy
at
all,
so
as
someone
who
actually
just
recently
got
rid
of
my
car,
this
is
really
exciting.
I'm
two
and
a
half
weeks
into
this
new
transit
sort
of
lifestyle
and
I
use
the
transit
app
every
single
day,
multiple
times
a
day.
So
thank
you
for
that
that
pitch,
so
that
folks
know
that
it's
there
and
it's
very
useful.
Q
Real-Time
transit
data
I'm
excited
about
the
future
with
less
cars
previous
to
living
in
Japan
town
I
lived
in
East,
San
Jose,
where
my
neighbors
literally
had
17
people
living
in
a
three-bedroom,
two-bathroom
house
and
so
parking
in
East.
San
Jose
is
a
huge
issue
for
our
residents
and
for
our
community
and
for
our
quality
of
life
and
any
place
where
we
can
really
repurpose
empty
parking.
Lots
or
new
land
is
something
that
I'm
excited
about.
Q
I,
don't
know
how
well
the
residents
will
actually
take
to
that
idea,
because
it's
really
different
and
it
looks
really
different
from
what
they're
used
to
you
know.
We
go
from
single
family
homes
to
sort
of
more
dense
housing
and
it's
a
move
we
need
to
make,
and
so
that's
why
I
think
the
communication
strategy
is
gonna,
be
so
important
and
getting
out
there
and
talking
to
our
neighbors
about
why
we
need
this
density
out.
Q
Q
Hours
after
you
get
out
of
school,
absolutely
not
it's!
It's
not
fair,
and
it
is
a
social
equity
issue
and
it's
something
that
actually
ends
up
criminalizing
people
even
more
because
our
housing
problems
are
creating
more
stress
on
those
and
so
I'm.
Just
really
all
for
everything
we
can
do
to
create
more
parking.
I'm.
Sorry,
the.
K
O
K
We
don't
do
a
lot
of
after-school
tutoring
in
our
buildings
and
it's
just
such
a
pleasure
to
be
able
to
help
families
who
get
so
many
people
who
are
the
first
in
their
family
to
go
to
college
and
it's
all
completely
free
summer
school
everything.
But
we
know
so
many
people
have
moved
in
from
overcrowded
housing
and
the
kids
can't
do
any
homework.
There
isn't
even
the
table
where
there's
any
room
to
do
any
homework
because
they're
quiet,
it's
very,
very
difficult.
It's
so
pure
what
you're
saying.
L
L
It's
like!
Oh,
the
lending
communities
are
ready.
Oh
the
people
aren't
ready,
so
we
have
to.
We
have
to
kind
of
inch
our
way
towards
this,
as
opposed
to
you
know
what
we're
gonna
have
to
take
make
some
hard
decisions
here
that
are
gonna
force,
the
behavior
change
that
we
know
we
need
to
force
and
so
I'm
wondering
maybe
you
each
can
go
down
the
line
and
say:
where
are
you
at
like?
L
Do
we
really
need
to
make
those
hard
decisions
and
do
so
now
through
some
potentially
you
know
uncomfortable
things
or
are
you
on
the
side
of
we
got
to
go
a
little
more
slowly
and
I
kind
of
you
know
you?
Might
you
might
make
yourself
look
bad
if
you
answer
a
certain
way
based
on
how
I
frame
things
if.
E
I
could
take
a
stamp
first
and
then
I'm
going
to
throw
it
to
Darin
next,
because
he's
had
some
real
life
experience
in
the
City
of
Oakland
and
I.
Think
the
challenge
you
have
is
you've
got
to
take
everybody
along
on
the
bus
with
you.
If
you
get
on
the
bus
and
decide
to
get
on
it
and
go
and
you
leave
everybody
at
the
curb
you've
made
a
huge
mistake,
so
that
doesn't
happen
overnight.
E
I
mean
there's
a
huge
communication
strategy
that
you,
as
a
community,
the
staff,
the
commissioners,
the
council
members,
have
to
think
about
how
they're
going
to
roll
this
out
talk
about
it
and
move
down
the
path.
The
second
thing
is
you
have
to
frame
that
message.
You
have
to
tell
the
story.
You
have
to
tell
it
an
understandable
way.
If
you
have
40
dialects
or
40
ethnicities,
you
have
people
from
all
kinds
of
walks
of
life.
This
has
to
be
broken
down
in
pieces.
E
So
everybody
at
every
bit
of
the
spectrum
understands
what
you're
trying
to
say.
The
last
thing,
I
would
say
just
in
the
generality
is
you
got
to
have
the
data?
The
detailed
data
is
what
sells
the
argument.
So
if
you
go
present
something
we're
developers,
we
go
percent
to
capital
all
the
time.
If
we
don't
have
the
data,
they
close
the
door,
throw
us
out
for
deaf
Fun
Fest.
We
have
not
seen
the
hard
data
in
a
lot
of
cases
to
support
the
argument.
E
When
I
mean
hard
data
in
the
city
of
San
Jose,
not
anecdotal
data
from
other
places,
you
have
to
do
the
studies,
there's
a
couple
of
studies
and
we
found
that
we're
going
to
cite
them
in
a
report.
Specifically,
one
was
done
recently
in
Palo
Alto
and
the
other
was
done
about
2010
contempts
with
the
VTA,
primarily
between
here
and
Palo
Alto,
on
various
apartment
projects,
and
it
gives
you
a
show
how
to
do
this
type
of
stuff,
so
I
think
he
kind
of
tee
it
up
with
that
I'm
gonna
stop
talking
and
maybe
Darren.
G
We
need
to
do
something
and
whether
it's
bold
and
quick
or
slow
and
incremental
might
depend
on
what
we're
talking
about
and
how
the
market
might
react
to
that
when
I
think
about
the
transit
villages
in
Oakland
and
the
example
that
I
gave
at
the
Fruitvale
BART
station
that
was
in
2000
I
think
very
low
density,
lots
of
parking
we
just
approved
last
year,
a
high-rise
at
West
Oakland
for
about
a
thousand
units
with
50
parking
spaces.
So
that's
20
years.
So,
yes,
20
years,
is
a
long
time.
G
But
when
you
think
about
our
current
parking
land-use
development
paradigm,
which
is
really
a
post-world
War
two,
it
took
50
years
right
and
now
we've
got
20
years.
So
I
think
that
we're
at
a
tipping
point
and
we're
starting
to
accelerate
in
the
right
direction,
so
I
think
things
will
continue
to
the
speedup.
R
R
F
There's
this
site
that
Mary
took
a
look
at
a
capital
and
Mickey,
which
I
think
we
heard
kind
of
some
concerns
about.
You
know:
there's
it's
it's
not
that
close
to
downtown
it's
not
very!
There
is
a
transit
stop
there,
but
now
it's
not
maybe
well
used
I'm,
not
sure,
but
you
know,
and
so,
if
you
build
housing
there,
then
most
likely
people
are
gonna
wind
up
driving,
and
so
it's
not
as
good
of
a
place
to
build
housing
as
maybe
somewhere.
That's
closer
to
you
know
two
more
to
borrow
door
I.
F
F
Then,
if
you
look
at
affordable,
it's
like
half
that
so
there's
only
I
think
50%
utilization
of
parking,
and
even
so,
if
you
you
know
most
likely,
this
is
speculation.
But
if
you
wouldn't
talk
to
you
know
to
residents,
there's
some
percentage
of
that.
I
guess
is
what
I'm
saying
even
that
50%
that's
using
the
parking
that
you
know
the
parking
was
in
free.
You
know,
look
for
other
ways
of
of
getting
around
and
so
I
think
that
you
know
you
are
up
against
that
and
we
have
to
push
against
it.
L
O
You're
not
doesn't
go
to
the
sky,
so
it's
going
to
be
built
over
time.
It's
going
to
be
a
multi-year
project
that
you
can
actually
start
implementing
new
strategies
along
the
way
and
if
you
can
get
the
neighborhood
to
buy
in
from
the
onset
to
be
a
lot
easier
as
you're
trying
to
reduce
and
reduce
no
dues
versus
starting
right
up
front,
we've
seen
the
consequences
of
people
spilling
out
into
their
neighborhood
potentially
and
then
having
the
neighbor
opposition
as
future
phases
develop.
N
K
Looks
great
we
just
love
it,
so
the
phasing
idea
is
definitely
one
that
makes
a
lot
of
sense.
Building
something
over
a
one-story
building,
isn't
something
you
want
to
do.
You
wrote
that
and
the
three
stories
next
to
it,
because
otherwise
you'd
to
virtually
tear
down
the
first
part
to
build
the
second.
N
Just
unfortunately,
the
the
project
issues
we're
dealing
with
it
is
time
and
financing,
and,
ironically
the
project
that
references
actually
fell
apart
due
to
financing
once
it
finally
got
entitled,
because
it
took
many
years
to
get
the
because
the
city
felt
that
we
needed
to
have
the
community
on
board.
Even
at
the
end
of
the
day,
they
don't
vote
on
projects
they
vote
on
the
council
members.
They
vote
on
people
who
appoint
us
right.
So,
at
the
end
of
the
day,
we
couldn't
just
go
ahead
and
do
it
because
of
the
community
resistance.
N
We
didn't
project
its
supportive
housing
for
folks
who
are
chronically
homeless
and
could
have
served
a
lot
of
them
and
banana
have
involved
because
it
took
too
long
to
pass
it
because
the
community
was
resistant
for
irrational
reasons.
I
do
everyone
know
that
the
planet
is
not
dying,
our
planet
is
going
to
be
just
fine.
Once
we're
gone.
N
N
And
this
is
someone
who,
just
the
other
night,
walk
from
San
Pedro
square
market
to
a
Sharks
game
right,
which
is
pretty
much
walking
from
downtown
to
deer.
Adan
attending
that
walk,
I,
don't
understand
how
maybe
from
California
walks
or
another
group
about
you,
know
the
different
generations
and
their
use
of
a
car
right.
Is
there
any
sort
of
data
on
what's
too
far.
G
G
N
Able-Bodied
person
right
so
a
mile
really
is
not
that
big
a
deal.
It's
15
minutes
walking
slowly
right,
however,
for
someone
else
with
limited
mobility,
but
isn't
there
is
a
problem
right,
so
is
there
any
data
that
can
help
inform
cities
as
to
whether
increasing
opportunities
for
walking-
and
you
know,
as
just
pedestrians,
could
improve
this
situation?
Is
there
any
give
any
data
or
any
knowledge
about
studies
that
have
examined
explored
that
option
as
we
consider
mobility
options,
I
love,
bikes,
but
walking
works
just
fine.
R
B
N
Downtown
issue
I
think
over
time
is
our
Google
overlords
come
to
town
and
and
Bart
comes
to
I'm
totally
joking
I
and
I've
water
comes
to
do
read
on
I,
think
you're,
just
gonna
see
naturally
more
opportunity
and
less
need
for
people
necessarily
to
walk
all
the
way
to
be
read
on
from
downtown
anyway.
So
thank
you
and
thank
you
very
much
for
the
report
and
for
being
here.