ther>> there was a study showing san francisco has more deaths and injuries than any other city calculated with miles driven. >> sure. >> if you look at this, we don't cover it quite as well. the comparison to san francisco and all cities is misleading. medium-sized cities don't have the walking.

for the city, this works against us. we were aware of the findings and we highlighted this because it is not a correct comparison. to compare san francisco to santa rosa or necessarily los angeles. this is such a different characteristic. the densities for the trip characteristics. it is difficult to make these comparisons. it is somewhat to be expected. we have more walking and less driving. >> reports said we were first in

victims killed involving pedestrians or motorcycles. this is by miles driven or populations. >> either way, it is a severe problem. here is a map. this demonstrates the point about ways to look at these problems. this is actual collissions. you see the market street quarter and the trip-making and walking we see. you have the market in the other coordinators', where we have these conflicts. the next match, if you take a different measure, for the pedestrian collisions, with the trip making.

different parts of the city are lighting up. you have less total walking in the south -- across the south and southwest. we see a difference of the hot spots. the working conditions are so poor, this is going to show up in the rate. the absolute numbers -- this is the absolute traffic if we see these -- see this with the injuries. we see this on an absolute basis. if we look at this from another perspective, in terms of how much walking that there is, with the overall traffic demand, that is a different part of the city. both of these measures are very

important to understand. we have made progress in reducing injuries. and the trend for injuries and fatalities are going down but we still have work to do in terms of the severe injuries. he is here and he -- he says a lot about the vulnerability of the users, the seniors are four times more likely than adults to be involved in a serious pedestrian injury collision, then the children. the pedestrian fatality rates, we have vulnerability in certain users, we have concentrations with the different parts of the city, with the measures that we are using. in any case, to meet the goals of the city with traffic

safety, with the pedestrian executive order, we will have to redouble their efforts. >> it is clear that from the maps, there are certain neighborhoods that see a real concentration of problems. there is some technical assistance for these neighborhoods. are there plans that we can at ask to find out what is going on in these neighborhoods? >> many of the neighborhoods do this, all but one thing that we lack as a city-wide resource is the inventory of the needs, the statewide analysis of the hot spots. this is something that the agencies are aware of. they have tried to do this with a huge effort. different neighborhoods have different plans to different degrees. there have been the activities

that were funded by the pedestrian safety grant. and there are the transportation authority plans. there are efforts -- that are implicitly pedestrian safety. this is 2 19th ave. there have been some coherent and comprehensive small-scale studies that were done, but would not have one across the city where everyone is doing this. >> from my perspective there is a high concentration. >> we are working on market street and we have the venice under way. they have traffic studies over there, and pedestrian safety grants, -- >> commissioner? >> i was wondering if the mta is here to address this issue later on in the presentation? >> absolutely. >> back to the approach, as we

look at how to understand and address pedestrian safety issues, many of you may understand and have seen this diagram. this refers to engineering and capital investments, and things like the pedestrian countdown, and other traffic measures and pedestrian safety measures, crosswalks. the enforcement goes to the role of not only the traffic police, but also the agency's the force rules and regulations. this is to better understand how each of these measures are working. education is very important. the targeted campaigns to the vulnerable groups. they have been doing concerned our reach to the school-age children, and encouragement. this is a way to get people to shift out of driving, and over

to walking. >> of the injuries and fatalities that we know, is there a breakdown of what we are talking about, geographically? >> we do not have this today but this information -- we will be able to work on that. >> do we have a statistic for the seniors who are at risk of injury or death? is this comparable to other jurisdictions? >> there were indicating -- because of the vulnerability of those people, this is fairly typical. there are 12 agencies involved in this task force. the executive order and the police department, public works and planning, and ourselves.

the community members and the advocates and others. they are collating this, and i will leave this for tend to describe. >> if i could say one thing, i was surprised by how many agencies are involved with this. this suggests an issue about who owns the responsibility for dealing with this. if the number of homicides increases, we will go to the police chief. for the pedestrian fatalities and injuries, i do not know who to go to to say, what was the number last year? this is a conversation i would like to engage the other agencies in, and find out who was responsible for this. >> the memo will stick to this, and the fragmented responsibilities. this is not completely atypical. urban transportation in

general, and circulation in safety has been fragmented in the united states and around the world. they have been tracking collision and safety trends, for the analysis as well. the capacity is growing in building, and arguably, this should be with the main responsibility will be. the planning that already is involved, this involves the safety measures of the mass transit authority. there is a better streets plan by the planning department, and a walk first initiative that they are leading, for the prioritization process for the pedestrian needs. our own transportation plan is addressing this with a number of the school districts, and school transportation as a way to

identify the real issues. we will be focusing on seniors. the coming efforts include the better streets plants. as well as streamlining the actual process to improve our streets. the pedestrian action plan was named in the executive order as the net step in the next few months. the strategy refers to building on the action plan. what is the overall strategy of the city-wide needs? this really goes to the bicycle plan. we really need something like that in the pedestrian sector. this is going to be something that has to be done thoughtfully, step-by-step that does not happen overnight. unless we ramp up the efforts,

which is a possibility. there are steps that move us in this direction. >> this is emblematic of the many bureaucracies working on this, but not the centralized or corn added effort and i appreciate the work that these entities are doing. >> this speaks to where we are, commissioner. others have described this as well-intentioned, but we have to mature the institutional capacity, to consolidate this capacity, to create that capacity going forward. the sector work is weaker than in the transportation sector. >> i learned that there was not a recommendation about where this is. >> this came out in the memo of

dealing with this, most centrally. this is certainly my personal opinion. i may need to confirm with colleagues. this is where everything belongs. let me turn this over to maria lombardo for a couple of slides. >> i am the chief deputy. i will give you a quick overview of the funding situation, with these issues and recommendations that we have done. this was a quick and wrote effort, by the staff and the other agencies, and the start of a much bigger effort. this is an attachment on page 32. what we have is a rough number.

i have this for the last funding cycle. we have $23 million for these programs, the programs with a compete very well. this brings us about 23 million per year. about 65% or $50 million of the fund are controlled by the authority and we prioritize this, and the commission approves of them. this money has strings attached and in some places where you can use this in the city. i think it is noteworthy that when the proposition was put together for the elections last november, we recognized the pedestrian safety funding.

this at about 1 million per year to the pedestrian safety fund. another interesting thing is the pyramid is inverted. and we have the state and federal money. we are in a very good position to leverage the funds. these funds are typically for capital infrastructure. it is harder to find the stable sources for these programs. and there is a lack of regional discretionary spending, and i did notice during the last transportation of date, san francisco is the only voice saying that they need a program for pedestrian safety. there was not the organized advocacy, or the technical data to cover this request.

there are also issues with the color of money. the transportation commission does not allow you to fund strictly safety projects. these numbers do not reflect the dollars spent by the different city agencies on maintenance, and they do not include general funds or developer fees. and there are many of the ones that we put in. the pedestrian improvements, which are parts of the other projects. this is part of the transit expansion project. the pedestrians -- we have so many people involved. the pedestrian projects can tap into trans it and funding. >> i keep hearing this statistic, of the $208 million

that were spent, the funds expended on pedestrian fatalities. what should we do with the balance of what we currently spend, for $23 million based against what we have to deal with, and what happens when we get this wrong? if we are spending 10 times dealing with the aftermath of pedestrian issues, it seems that we need to spend more money on pedestrian funding. >> this is critical. that is part of the education and outreach campaign, in terms of going after the inevitable we need new revenue sources. and we are stepping up to deal with these issues. we are saving money in the long term. >> if i may, commissioner, u.s. and important question. the answer is very convoluted.

i will give you a quick reference. i love the $280 million, but i want to know where this number originates. if money is spent on hospitals and first responders, none of those funds, transportation funds. we run against this problem. the voters are wanting dedicated funding. they want this only for transportation. they only want to give us a little bit of the amount of those. we have not had the opportunity in this region. the voters, in every opinion poll did not vote for this. if you can find some elegant way to do the transfer for public

safety money, or the police money in the transportation project, so they can cover some of these areas, this will be very difficult to avoid the health care in the first responders. this is the expenditure that comes later. it actually worsen as the public perception of the government. they are not aware about these silos. we not have this for one correspondence. this is the kind of money that we deal with transportation side. we have made efforts along those lines in that direction, with the expenditure plan was put together. there was a shift from the related expense, to the pedestrian safety and a bicycle safety extent.

the amount of money did not grow that much. it was important to spend money there. this is essentially the problem that we have. >> i did some calculations myself. there were 3000 injury collisions every year, into that number that i just mentioned. this is $100,000 of public funds that are suspended from the public health system. this did not seem unreasonable. if there are ways for the san francisco police department, to help impact the broader question, this reminds me of the late 1980's. when the public began looking at the issue of violence and starting to quantifying the impact of this, when we look at the impact on the public health system, something that was seen as a criminal justice issue,

this allowed us to look at bigger pots of money. i wonder if there is a way to think about this. >> there is one other area we have not spoken about. i think a great way of not having to deal with this issue, the plan is to have the act together. if this is one agency or not, they need this for that agency as well. >> one agency has had to defend the city from claims involving accidents, and we have a lot of lawyers who have to deal with this. >> one thing i would like to know more about this from the perspective of the police department, what they are doing to focus on pedestrian safety. we may have a discussion here in the public safety committee, but i would be curious to see the

strategy compared to other jurisdictions. >> i am certain there will be a follow after the briefing today. and on the issue of enforcement and the relationship to claims, one issue that has been a principle for us for many years, something i believe in very strongly, is that we have to design pedestrian facilities so that they do not need to be enforced, so that safety results as an effect of the design. this is for the efforts and the expense, from the more serious crimes and the needs of the city, so these will be self- policing. this is an area where we can make progress. these facilities are by definition safe there. and i will turn this back to the

staff. >> i do know that the san francisco police department has said that they do not have the analytical capabilities to analyze pedestrian issues and how they should be having employment resources. the mta has committed to helping us share some of this information. >> the point that the committee just made, this is very important and it underscores everything that we have and the message is that we clearly did not have the money, but this is the most important reason to affect the money that we have, for use of the funding. we could apply to much of this -- much of this to the slides. i think the need for a well- documented needs assessment,

where is the best place to put the finding, and how much funding that we need for the appropriate solution. we can go to the metropolitan transportation commission, to get part of the new source. the pedestrian sector shows that this is not as mature as those who can handle the report and say, here is the needs assessment. this is another important thing, to integrate safe thing -- to integrate safety for all of these. we are updating the regional transportation and the san francisco transportation plan, to line up the funding to match pedestrian safety. there will clearly be a need for industrial -- additional pedestrian revenue. and having a clear sense of priority, for the pedestrian

action plan. even if this is not perfect, if we have a shot of where we want to spend the money this will be helping us a great deal. streamlined projects -- i cannot underscore how important that this is. to getting the traffic program going. over two-thirds of the funding is on the table, and we need to be able to deliver the projects faster to get the benefits, getting the project on the ground faster and avoiding this issue. >> i should have said this that when we were looking at the pie chart, traffic -- the better that we do on education and engineering, the less need that we would have for enforcement. the more effective the

engineering and design efforts, the less pressure that there should be on enforcement. so back to the last couple of slides on the funding, there is a need to document. and the collaborative. , among the university -- they are coordinating very closely to share their information, into the analysis of what is happening on the streets to better advise on policy response, and we have multiple steps under way, with the task force and a walk first, the subsequent efforts leading up to the document in the next few years. the prioritizing of resources based on the technical analysis as well as public input.

they tell us how hard that this is, to make the decision to walk or take a bicycle. the integration of the best practice into planning is one of the most cost-effective ways, until we find a lot more money very quickly, we can integrate, the mainstream of the safety planning into the capital projects we are already working on, and there is a need for a dedicated source for pedestrian safety, and the advocacy for that in conjunction with the other organizations. and the need to increase pedestrian revenue will be enhanced by the ability to present strong and compelling and comprehensive set to work. it took the assistance of the comptroller's office, with the mass transit authority $3

million to do that work. this effort may be even more complex and the needs are greater because we do not have this information. the streamlined project delivery, as maria has mentioned, so assessing the range of factors, this is very hard work. this requires a detailed assessment of what has happened. the police report is not enough. we have to draw in the information from all of these resources and the community, and this is very important so that we can understand the underlying causes contributing to the safety hot spots. to prevent these hot spots where they are most at risk of appearing. the continued implementation going forward, there is a huge demand for this across the city. they are prioritizing this,

doing countdowns, with the crosswalks, and the other near term action is affected. and even as we are trying to develop a more broad comprehensive response, to the pedestrian safety problems and understanding them thoroughly so that we will be able to understand the best response to this. advancing the development of the safety approach is traditionally -- this is an effort itself, to focus this overtime at the mass transit authority said they will be able to lead this effort on an ongoing basis. i just mentioned those points on the capacity, and then developing the pedestrian strategy, including the safety component, and it is very important in closing that we want to put this pedestrian safety and these initiatives in the context of the overall pedestrian strategies and sector work. the