signals go and how many go in. two is the process of educating the community, the approvals process -- process, and doing environmental analysis. these are things that are not negotiable in the time line. we're looking closely at internal practices and our partner decisionmaking processes to streamline as best we can. we feel we could probably bring these down some. there are specifics that we must go through. i want to point about the cost of bulbouts. one of the cost determinants is moving fire hydrants. we have been working closely

with the department of public works and the fire department and planning department to figure out ways to look at how we can reduce these costs. ed will speak in a little bit about how we have managed to work with the fire department to reduce the need to relocate the fire hydrants with future projects. line removal, some can be done for $100,000 per mile. a complete street is all of the pieces. a recent example is a street that has some in district 6. we're looking at how we can reduce the cross -- the cost. the timeline, four years to do it.

the pavement to parks project are are around -- projects are around to honor to be thousand dollars. -- $200,000. striping can be quick to implement. we have gone through these. looking at pedestrian incident locations in the last five years, the tenderloin area, south of market area, is the hot spot, in particular, six straight. it is showing up as a problematic location. when we look of the analysis of what is happening, there was a really good point that there's no point in blaming the driver

or the pedestrian. both are at fault, neither our -- neither are at fault. it is about our streets and how we have designed them. injuries have been coming down. this trend is very positive, but it is still there. it needs to come down further and more. with pedestrian collisions, we really are not able to say there's a trend. it is very erratic year by year. we only know what his report. in terms of pedestrian safety, when you are looking at exposure, we have some exposure maps we're looking at. what is the likelihood based on the data of interacting with a vehicle?

what is the likelihood of having an injury? the tender linaria, the market financial district, the north end of the south of market area, is where it with pop up in the data. when we're looking at st. design, we're looking at how to reduce exposure. this is a typical south of market street. this is the legacy street from 30 or 40 years ago. when we're looking at a complete street, we are talking about reducing vehicle exposure. there are trade-offs that are contentious, depending where we try to put these. they're removing a traveling. supervisor kim: sorry to interrupt. it is great to see a lot of this, but i'm wondering if you

can skip ahead to the timeline for the mta in terms of pedestrian safety, what is in the works, when we can expect to see the improvements we have been talking about. >> sure. so the products that are going in the ground, on the ground since january of this year, we have seven signals that have gone in. harrison, folsom and russell goal in this year. -- go in this year. there is a parkway going in, and i think this is going in before

the summer. we're looking at 50 m.p.h. and home zones. a home zone is a product that has come out of best practices in europe. it is a few blocks around the school. it is part of the pedestrian safety directive as well. marshall elementary would most likely be the first one to see this treatment. we are exploring the 50 m.p.h. signs around specific schools. carmichael would be a candidate for that. supervisor kim: can i ask why it is still being explored, not implemented? >> we're trying to get funding. supervisor kim: how much? what we're looking at? >> it is actually not much cost. it is a matter of physically doing the work to get them in

the ground. doing the analysis of the area, there are steps we have to go through. these will go in. and they are not very expensive. there are about 280 schools we would look at for doing this at a half million dollar cost for every school. i pulled out two examples of where we would look at it. supervisor kim: what is the timeline? this request came a year ago. >> it came out in december, the end of december. supervisor kim: december of 2010. a year later, we have done 0. >> we have a task force in march. we have another meeting this month. we would like to see this in the next six months. supervisor kim: how many schools will be able to have it this year? >> i don't have an answer. supervisor kim: when will you be

able to commit to a number of schools this year? >> i will have to get back to you on that. we have to get the funding. supervisor kim: i just really have to emphasize, this was the top directive a year ago. we really want to see a commitment to a number of schools this year. >> i am bridget smith. my group will be working on the zones. the issue's finding the funding. we're looking for opportunities. we're working with staff. it takes four months to get funding from the moment we apply. we applied in one category and we were told that would not work. we are trying to identify where we can get the funding we need. one important point to know is that it does not apply to every

single street. there are certain criteria in legislation. we have to look at each location and figure out what streets it applies to and which it doesn't before we can apply it. it is not just a matter of applying it to every school uniformly. supervisor kim: i am surprised that analysis has not been done yet. >> we don't have the funding. it is about the funding. when we have that, we will do the analysis. we have done quick sketches of how much it will be and what our approach will be. it will take us four months of least to get the funding. it is because of the way my group is funded and it is the way our resources are. supervisor kim: thank you. >> other projects that are going in include the triple a pedestrian signals for third and came -- king.

we are on track to have the two- way this year. there will be going in this year. right now, we're looking at reducing the speed limits on howard and fulsomef andolsom -- and folsom. we're doing a speed survey to see how we can reduce it 25 miles an hour. the south of market streets really need a lot of work. we are committed to those. the question is, when you do beyond timing more signals, -- , or signals, if you're looking at doing road diet, it can take millions of dollars and years. we're focusing this presentation on what can happen in 2011 and

2012. there are other opportunities we believe we would like to see in businesses in the times best -- district 6. we had a pilot round and we believe there are businesses that could benefit from partner in with the plan department and mta to do work in the district and also on corrals. it helps to produce pedestrian safety. what else could we do with we had funding in hand to prioritize in district 6? we could look at doing a new pavement to park in district 6. additional signals at the intersection, potential pilots could include 6th street.

westbound market's streak restrictions -- market street restrictions were put in. there is a list of additional pedestrian safety projects that we could put in the ground. the challenge has been for us, there really isn't funding for pedestrian project. there is transportation funding, but it is in specific categories. it is difficult for us to make the case that it could draw from those existing funds for pedestrians a project. the smarter way for us to do this is to actually require that safety is accounted for in the design in these projects. you are really talking about decimal points.

every time there repaving opportunities -- there are repaving opportunities, we have to look at safety treatment. there are larger corridor projects. 4th street subway corridor. it has in design guidelines for pedestrian safety. it will come down the pike a few years from now. that is what we have at the moment. we thank you for having us and i am so glad we were talking with you. the more attention you give us, the bigger the chance we will have these projects in the ground must -- much faster. supervisor mirkarimi: supervisor kim, we will have to take a

three-minute recess. thank you, everybody. we know you have been very patient and very focused on this, but we need to entertain a three-minute recess. ok.

supervisor mirkarimi: ok. we have now resumed. thank you, supervisor kim. i have one question. i have been listening and taking notes to the various presentations. i want to thank supervisor kim for spearheading this hearing, yet, while the focus is very much later on district 6, a lot of what we're talking about speaks for the eastern side of san francisco, especially in the

most urban areas. that would well represent the concerns and challenges and consequences we have all the navigating. when i look at the data the mta has presented, there is one thing i noticed that was not part of the presentation. one of the fastest demographics, fastest-growing population in our city, is people over 60 years of age. i don't see how the plan of really spotlight in where there is pedestrian improvements are tethered to the question of areas where we are beginning to see a higher concentration of seniors who live in this particular area. we have been trying to get -- we have been asking questions, whether it is planning,

department of public works, mta, whoever, it seems to be a very fragmented response. yet, knowing very well what the census data has affirmed for us, why isn't there more of a plan that is shifting toward the inclusion of what is going to obviously be a population we have to anticipate in making those infrastructure improvements like pedestrian enhancements not an afterthought, but a front- burner-type of issue? >> how you raise a really good question and point. that is that the fragmentation of this city for pedestrian planning is one of the reasons the directive was put forward. we have been working on trying to coordinate and consolidate those functions. i think the better street plan was one of the first things

that looked at how we address the issues of pedestrians on the street. it turned into more of a street design plan. we have always felt there was a need for a pedestrian plan, a plan that executes the things you were talking about. from a planning perspective, city planning can talk about this more, we are fully aware of the demographic issues that are facing the city. we are aware of the changes happening between now and the next 25, 30 years. in that process, we prioritized development areas, the eastern part of the city. they have rich transit access. one of the key objectives of all of this transit-oriented development is to insure that the streetscape and st. designed is pedestrian-friendly.

-- street design is pedestrian- friendly. there are so many streets in san francisco that were redesigned or were built 60 years ago. we're playing catch-up. if we had more funds earlier -- supervisor mirkarimi: the contrast is, all around a public school, there are certain requirements, protocols, of the state street approach for kids crossing. is there not? >> to my knowledge, there is. >> some are state-mandated. some are amplified by local law. if you see a given complex that has evolved over the last 10 or 20 years of seniors moving in because of the permit of allowing people to develop

housing in residential areas, they would be primarily made for seniors, unless the planning department permission and board of supervisors approval with them categorize that as senior housing, and required the companion-enhancements, most often, these enhancements are not getting done, or are an afterthought. if you have a centralized population, we will build 100 units of housing, and this has happened over the last five, 10, 15 years, you don't see the change in that area of where the housing has been located to accommodate that changing demographics. i am wondering if we do that for a school, that could be the automatic response as required by law, why wouldn't we do that for that kind of housing but we're beginning to build? there are clusters of houses

and, residential, becoming more prevalent. why would that not be sort of the more automatic reflex in preparing for these kind of inevitability is -- inevitabilities? >> it is a very good point. supervisor mirkarimi: it is not on your shoulders. i am spotlighting the areas we are dealing with. it is fragmented between 60, dpw, planning, mta, and the whole concept of, why isn't there something in the aggregated approach dealing with populations with special needs, populations of residents who are predominantly becoming more aged? that is not to exclude the others in danger, the risks of younger populations, people who need more time to cross the

street. we are seeing the casualty record, especially those who in -- who go with muni buses. they are just so big. the growing population our seniors. they are becoming part of the casualties. it is beginning to spell out a larger story. if you look at where it is happening adjacent to who lives where, i think where there is smoke, there's fire. the planning has not quite dialed down into those fixes. mta looks to me, especially in district 6, you are always going to be playing catch up until there are some institutional changes that say, on the front burner, when we build housing for this level of population, this has to be the companion piece that fortifies pedestrian

safety. wouldn't you agree? >> yes. supervisor mirkarimi: that was easy. [applause] supervisor jim? anybody else? >> we are going to put off one of the presentations. we will collop the collaborative to talk briefly about their recommendations for6th street. this is a collaboration of the mental health association of san francisco and conrad house. >> good afternoon. i'm a community organizer. i may past hit-and-run victim. -- i am a past hit-and-run victim. i have firsthand knowledge of

the lack of pedestrian safety. myself being hit by car earlier this year, and a few of my other friends have been hit on other occasions. it is evident of the lack of concern about the way things are being handled. it is one of the biggest residential areas downtown. from may to september of 2009, a study was done to solicit residents on the change there would like to see on the safety of 6th street. they organized community meetings. approximately 275 residents attended 14 meetings and brainstorm the variety of ways to make it safer for pedestrians. ,656 -- all in all, 600 of the six residents reject6 -- all in

all, 656 residents were involved. this is about getting a safer way to just get around. the solutions are, adding two crosswalks between market and mission. there should be a sign showing there is a crosswalk. i have lived on this block for three years and did not know it was there until it was pointed out by someone. i have walked by it every day and not realize it is a legal crosswalk. people will not stop for pedestrians. we believe in cyanogen crosswalks in the neighborhood would decrease accidents. at a second crosswalk -- add a second crosswalk.

they should use these alleys as -- they use these alleys as shortcuts. a crosswalk across the alleys will be helpful to the wheel chairs and the disabled people. add a no-turn on red rule. this is cause for a lot of accidents. this rule will push the subjects that the pedestrians do have the right of way. more police patrols will and forced the traffic issues and be a deterrent to reckless drivers and increase the mobility in crossing the street. all traffic heading east on market must turn right on 6th street.