terms of the executive directive, and we are supportive of that, reducing it serious injuries is important. 75% of total injuries in our study accounted for 70% of the total cost. so not only are they important but they are important for the stability of the injured population. it is important to reduce severe injuries for social and economic reasons. here is a map of san francisco. we were able to put the very expensive admitted patients on the map. you can see how much was spent on pedestrian safety. knowing that i was going to be presenting, i looked at the data for your specific districts. i have had memoranda sent to your office. i shared the memo with district 6 supervisor kim already, and i will share that with you shortly. for district 1, supervisor mar,

you had 56 severe injuries, seven deaths. the cost of that was $4 million. 29% of the people who were injured in that district actually live in your district. supervisor elsbernd, 49% -- 49 severe injuries in your district in that five-year period. the medical cost was about $5 million. about $5 million. supervisor avalos: do you have a breakdown in the district? could you account for total accidents in the city? the population in the 11th -- the 11 districts? >> it is high. supervisor avalos: if you could break that down by district, that would be helpful. >> of course, i can send it to you. supervisor avalos: 19 avenue,

those borders, how did you decide it was district 7, district 4, district 5? >> we used the san francisco system available online. i cannot cite to you the specific algorithm. supervisor avalos: thank you. >> for district 11, 69 severe injuries, five deaths, $3.8 million in direct medical costs. nothing to do with funeral costs, the cost of going bankrupt, the cost of changing a family structure around because a person cannot return to work. that is the next study, looking at long-term quality of life and have someone suffers from being hit by car. supervisor mar: very quickly, it seems like the vast majority of

the injuries seem to be concentrated in the northeast part of the city. almost 40% in district 6 and district 3, especially district 6. this has received attention from our colleagues on the board. >> district 6 has the highest number of injuries in general and a lot of concentration of injuries. supervisor mar: i am sure that any of the deaths or injuries are really important, but i see the concentration and a need for strategic targeting of limited resources. supervisor avalos: breaking that down by district might not be an accurate way of can -- looking at the phenomenon. the map that we saw earlier was along the mission corridor. if you think even a small part of my district, that is a very dangerous area, which i am well aware of. i hear about it all the time.

>> i wanted to bring this up because i knew that she would be here, some of the cost information was very useful. you can start to do cost-benefit analysis on these interventions and how much you can get out of it. we are hoping that some of this information can be used along with other data from other departments. that is pretty much it. in terms of recommendations to allocate funding, many of these recommendations are in line with other agency recommendations for pedestrian data and really and implementing a data driven approach is what we are advocating for. we are here to provide contemporary data. we have already met with the head of trauma, who has been providing data to the public health, doing a lot of the effort in the strategic modeling. that is pretty much it.

do you have any other questions? supervisor avalos: thank you. the mta was not part of this conversation, right? >> they have been very involved and i wanted to thank them for being here. >> we are involved in the conversation, but we do not have a presentation for submission. we actively assist the peace act on a monthly basis. we have been with the peace act since its genesis. all of the programs that were mentioned in tph, we are partners in those. we are active partners in everything pedestrian. supervisor avalos: my concern about pedestrian safety in my district, every time that i get

a call or an e-mail about certain streets, commonly the call from the community is that we need speed bumps. that is the majority of e-mails that i get from my district, they are about speed bumps or stop signs. it is always very challenging to figure out the best way to interact with the mta to feel that there is something going in place that is going to prevent injuries in the future. i feel like sometimes we are successful in getting a traffic measured -- it does not always have to be a street sign or a stop sign -- but often nothing happens. i have people that are very frustrated. what am i going to do to insure that it is a safer process rate?

a round schools, or areas with constant speeding. one of the great recommendations we can put on top of it is through a stronger process for neighborhood residents to interact with that the department on finding accountable ways of creating traffic calming and slowing down traffic for pedestrian safety in the neighborhoods -- who would be the best point person that the mta to really discuss that? -- at the mta to really discuss that? >> good morning, supervisors. bridget smith, sfmta.com. i am happy to talk to people and help them understand the process. we are having big limitations with funding and a backlog of people that want traffic calming

measures. our approach has been to go in a worst-case first. some people may have been waiting for six years. we are doing the worst first. someone might call us because their situation is more dangerous, we feel we need to address those and others may not feel that they are being held as quickly. we are looking at revamping the traffic calming program to make it more specific. it was created in 1999, so it has been about 10 years. those were the baby steps, initial approach to traffic calming. we need to update it to the concerns that we have today. the consent -- discussion around traffic safety is very relevant. we are also looking at arterioles and how to slow down people. we just heard how speed was so

important. whether or not someone lives or dies if they are hit by a car. those kinds of projects that do major capital improvements on arterioles is outside of the budget that we have through sales tax dollars for traffic calming generally, but when the city can get together like they are right now, with major street construction projects, we do have the ability to change the street in a dramatic way like on 25th avenue -- dramatic way. like on 25th ave. we were not able to put in all of the amenities we wanted because of the budget, but it did really slow traffic down. i think that there are some other ways that we can slow traffic out for a signal timing. we will be going to read process this year to look at that,

folding in the great data we are receiving from the group about which quarters are the ones to start with in terms of slowing down traffic. we are lucky, in some ways, that we have an urban city and people do not go as fast as they do in a suburban setting, but obviously there is a lot of conflict around intersections and it is something that we take very seriously at the mta. supervisor avalos: i believe that i forwarded you something unpickotson otsego. schools have gotten together and were concerned about wanting to put a stop sign in. i am not sure if it was from the mta point of view the best thing to do for the movement ups buses -- of buses along ocean avenue,

but there was a concern that a young person may be injured. was just wondering if there was any discussion. >> one thing that we could do better is doing a better job in explaining our regulatory constraints and some of the other things that we do. the issue of traffic control in the streets, is a heavily regulated industry. sometimes we say no, i do not know the specifics of those locations, but for regulatory reasons we try to move towards another solution, but the funding might be so far along that the people have abandoned it. supervisor avalos: that is really the hardest part. we encourage people to work together, the couple of schools

working together with residents, they feel they have done everything that they need to do and they feel that nothing happened, so i wonder why they bothered. >> i will look into that. i do not know the specifics, i do not have the information with me. supervisor avalos: and i would love to work with you on that, we talked about it a couple of weeks ago on conference and i appreciate your attention. it is the tip of the eyes burned and how a lot of things happen. we are trying to encourage residents to work with the mta, but they feel there is no results legacy. at least something that they can put in place to make a difference. >supervisor elsbernd: i just wanted to thank mrs. smith and mta for strategically prioritizing mid-richmond traffic calming.

lipophilic the supervisor, with concerns over 19th avenue, i know that part presidio is one of the key concentrated areas that we are looking at. it has been a good process for me to see how mta is strategic. like the supervisor, i know that after last year's death of a bicyclist between the kentucky fried chicken and the response vinyl, the young child was dragged under the bus for many feet. we have been waiting for any information from the mta about that and how we can work with residents and businesses to calm traffic. with the 87 year-old woman that was killed, we are working with the institute on aging and roosevelt middle school.

as we know, many hundreds of seniors will start to move into this area. with the dph gis mapping systems around schools and senior centers, we want to work with the mta as well, but sometimes it takes time to get proactive solutions. i want to say that from the report, there are release -- really good suggestions on highlight programs. if costs are too high, and i know that there are many constraints at the vw and mta -- dpw and mta, one of the great recommendations from psac and others, working with agencies to create pilot programs to reduce traffic. i hope that the mta is open to those suggestions from the

community. thank you for being here. >> absolutely, we are open to innovative new ideas and how they can be put into practice. but funding is a huge constraint. we have about $1.5 million going toward the additional pedestrian signals super. the unmet need in the capital area is huge. the only funding source that we have, really, is sales tax dollars. it can only go so far by and these issues that you are mentioning. i cannot speak to why there was better communication, but there is a level of concern within the agency over promising things that we cannot deliver. but we are very aggressive in looking for outside funding sources.

safety is more limiting than traffic or bicycle safety, something that we can try to change in a broadway with discussions focusing on how we can be influential beyond just san francisco, but also statewide and national late to create funding sources. how do we strategically build up the capital system to make it strategically better for pedestrians? often, i get a lot of communication from other agencies doing that. i think -- if you have the money, we could put in the best now. but i am looking for the money, do not have the money. to give you an insight on what it looks like on our end, we can come up with great solutions but we cannot fund them. where do we go from there? it is a difficult situation. supervisor avalos: thank you.

i think that is all from presentations for departments. let's go on to public comment on this hearing. public comment is open. i have a few cards that i will read first. [reads names] >> thank you very much, mr. chairman, members of the committee, supervisors, members of the public. this entire effort that you are not involved in is part of a larger effort of making san francisco more urban. i would like san francisco to be as urban as possible, and i mean that in the best possible ways. certainly, one thing that is court to all of that is replacing automobile traffic and replacing it with anything else. transit, walking, wheelchair's.

the question is, streets for who? i would like to see your policy recommendations in this report emphasized people with disabilities. they are mentioned here, but not strongly. the word pedestrian is an unfortunate word. the people walking briskly are, unfortunately, the people that we do not generally have to worry about. people with 54 problems, vision problems, people that use a cane, i would like to see you strengthen their safety across crosswalks. i have a friend who is in a wheelchair and was hit in a crosswalk. he had more than five years of physical therapy and never did fully recover part of his solar use, which for a paraplegic is

crucial. please pay attention to caltrans. please make a big effort. i would say forget them, except that they control some of the key intersections with the most traffic and they are unresponsive. we know that when you go to them they say -- yes, we will, we would like to, but we do not have enough money. you cannot let them do that. this city is pretty much built on fighting caltrans. please give a stronger role to mod. i had expected to support their testimony today, but they do not have any staff here. [tone] supervisor avalos: thank you, that was your time. >> can i name the other eight

things? supervisor avalos: we have to go on. i appreciate your announcement. >> i wish you had announced the amount of time that i had. >> good morning, supervisors, i live at one of the intersections south of market that i would like to see some activity and changes in design. i do not believe that enforcement of the traffic laws is practical. tonight, when the dodgers are being beat by the giants, there will be a lot of police presence there. along with the usual activity at the mall. this is street design. they were designed 40 years ago, when we still have longshoremen and a port that was very active and the warehouses were the pride don't -- primary use. now we have residents and the population has gone up from

10,000 to 40,000. but the streets have not been redesigned to reflect the new use of land. i think that there are some cheaper options for us. last thursday we learned that $10,000 was the price to paint zebra stripes in the crosswalk. between the bay bridge and market street there are 64 primary intersections. $620,000 on the north side of the bay bridge with the same number on the south side. $1.3 million. these are not freeway ramps. these are streets. people walk down them. i think that the main problem and the main cause of injuries are cars coming up to intersections at a speed that is too fast. when they recognize someone in

the crosswalk, it is too late. the shuttle buses, new trucks, they cannot door around, they cannot slow down in time and they kill people. there will be more pedestrian deaths and injuries. [tone] thank you. supervisor avalos: thank you. next speaker, please? >> hello, supervisors. in the vice chair a pedestrian supervisor safety committee. i come to you as a person who has sustained the stability in a pedestrian accident. it was 10 years ago. i have heard several of you state the data were carting quoting disability, which is very pertinent in preventing

injuries. currently the data from the injury center does not incorporate people that had pre- existing conditions that came in for treatment from an injury or a collision in san francisco. that is called prevention, which is what this was intended to do, to prevent injuries. the value of information was not incorporated when a current project on my street -- where i live -- dtw -pw was installing utility poles. there is a new utility pole blocking the pedestrian signal. if someone is injured and holds the city liable for a lawsuit, it would be the city's responsibility to understand and give them a hearing when they file a lawsuit. i am racing out of your to dial

311 to inform the city that it should be immediately addressed at the northeast corner of haight and goth. supervisor avalos: is that partially or fully installed? >> fully installed. supervisor avalos: i will contact the dpw pratt director as well. >> thank you. d -- pw director at this -- dpw director as well. >> thank you. >> thank you for holding this hearing and a thank-you to the supervisor -- to the pedestrian safety advisory committee for holding their report. 200 people every year are hit by cars in this city. as the chronicle pointed out, three people were killed in four days last month. few people are even aware of that. right now it is very difficult to access data on pedestrian

collisions. this data should be shared and i am encouraged to hear the information on that. it should be public and should be used to strategically died something that is not occurring out. strategic enforcement of traffic laws targeted at the places where the most collisions occurred. the san francisco city charter calls us a pedestrian priorities city, but when two or three people are getting hit every day, we are falling far short of that. the many plans that we already have for improvement on our streets, we need to establish a 50 mile per hour is on around all city schools, as allowed by state law, and make sure that they are enforced. we should look into establishing those around senior centers as well. as we have heard, speed is the primary factor in safety.

reducing speed, i should say. for a true priority, we need clear commitment to implementation for improvements on the streets and the funding to really give pedestrians the priorities that we deserve. this november it road resurfacing fund offers excellent opportunities to invest in street improvements for pedestrian safety. after all, we are all pedestrians and we deserve to walk the streets in safety and comfort. thank you. supervisor avalos: thank you. next speaker, please -- next speaker, please? >> ♪ mustang car speed now, slowdown, mustang car speed now, will you not slow down that car speed? you have been driving around town so fast, bring safety

around again. you bought your city some brand new cars and buses. some of them can really drive and drive mustang car speed now, slow down at car speed. you have been driving all over town. be careful of the big price. the tape -- be careful e of they of the eye and bring safeto the highest high. mustang car speed, slow it down today. ♪ supervisor avalos: i will take that as a request. next speaker, please. >> thank you for the input. i'd like to thank the supervisor, volunteer members of psac.

i am a volunteer leader of non- english speaking students in san francisco. thanks to today's important pedestrian safety proceeding. not to be disrespectful, but i wonder if i might use the analogy where there has been extensive planning where the birthday girl is not notified. is today's proceeding in compliance with the language ordinance pedipalp the entire proceeding was conducted in english only in a city with increasing diversity. why cannot a line or two be inserted in the broadcast so that more people are informed of the proceeding? this is to provide a direct and cost-effective measure, altering the data presented today, presenting it to the media, the

radio, television. so that more people are informed. it is not acceptable the san francisco has five times the national average casualties. i would like to bring this recognition to the front and today i see no limited english- speaking seniors or anyone here to talk about that. this morning, as i was on my way here, there was a senior with dementia wandering around general hospital. luckily he was escorted by three members of the ambassadors program. he could have been a casualty. i feel that today's information released to be broadcast in a more global manner with language access to everyone. thank you. supervisor avalos: thank you very much. before you speak, i