active walking and bicycling to and from school. this is also a multi agency, multi-organizational effort. we have dph, mta, the part of the environment, bicycle coalition, all involved, and this is an international movement where we go into the classroom to do education, incurred in activities, such as bike to school day, the police department does enforcement, mta does walk audits around the school and then does improvement. then we give out with the whole project. right now, we are working in 15 elementary schools. the key part of this is we have a time sensitive opportunity with the school district changing its assignment system and also working on the yellow

school bus routes that we can hopefully work with incoming kindergarten families to try to get them walking and biking from the start, since they will hopefully be closer to their school. this is an example -- we do a lot of media campaigns on pedestrian safety. this is in the excelsior district, in partnership with the mta. they had a private to do some capital improvements around sf community school. we did a street banner campaign, blanketing the excelsior up and down. supervisor avalos: i thought it was all over the city. i live in the excelsior, and i assumed it was everywhere. >> we started the seven years ago in the mission district and tenderloin. it was so popularly received, as

grant funds come in, we try to rule that out, but again, as funds become available, it is not a consistent, persistent effort. supervisor avalos: i liked the banners. >> thank you. >> in terms of the other ongoing projects, we are working to improve the pedestrian mall that i approved -- described earlier. right now, it is on census tract level, so we are hoping to modify it more on the intersection level. this is using current best practices from the highway -- federal highway administration. we have also developed and applied and environmental quality index which considers over 30 factors at st. and intersection level. we can use it to assess the quality of the pedestrian environment.

we are currently validating it other other rigid against other factors, including how well it predicts injuries. supervisor mar: could you explain that tool again? if he knew a certain streak for intersection, you could estimate the predictability of being hit by a car? >> that is actually with the previous model does, and the vehicle-pedestrian prediction model. if you had a new development going in, you could take a survey of what are the current factors that protect walking and promote pedestrian safety and then see where there might be gaps, where infrastructure could fill in those gaps. finally, as we mentioned, dph participates in interagency planning efforts, some of their reserves -- recent efforts are included on this slide.

we would like to give you a brief overview of the executive directive issued by mayor gavin newsom, just as the psac report was issued. it establishes, for the first time, short time and long-term goals to reduce series and fatal pedestrian industries. we want to reduce it by 25% by 2016. the mta and dph are cochairs of the interagency working group. the short term actions items are listed here. we want to enact a state law of bringing school zones coospeed limits down to 15 miles per hour. we want to work with city agencies to buy the 20-mile for our home zones. we want to use that data to target the data we have about where the fatal and serious

injuries are, to target an engineering program for a long those corridors to use the injury prediction model and pedestrian environmental quality index, as well as looking the best practices. long term, developing a pedestrian safety action plan for the city. the executive directive provides quite a bit of opportunity for the agencies involved. for the first time, it elevates the importance of safety for walkers in san francisco, establishes for the first time targets for reducing pedestrian injury. it recognizes the need for the first time that city and agencies they call this can work together. for the first time in a long time, i have seen a lot of energy around the table with all of these departments working together helping us to leverage resources for safe practices. and it identifies looking at the city as a whole in terms of

developing policies solutions. key obstacles to pedestrian safety right now. for the most part, pedestrian safety is looked at as a person's problem, rather than looking at the environment. it is always the driver or pedestrian is at fault. they were in jaywalking, he was going too fast. it does not look at the entire transportation system and how that is working together, including the behaviors of the person as well. right now, everyone just looked at the behavior. there is no accounting for the vulnerability of children and seniors, so any mistakes that are made can be quite fatal, particularly among these groups. we have some barriers that we would like to see addressed in existing laws and policies. we talked about the role of speeding. the 85th percentile of rule says that the speed limit has to be

set at 85% of the speed of drivers along this street. so it is actually in preference of the actual speed of cars, instead of what is ideal for the neighborhood. and i believe that is a federal law that all 50 states has adopted, so that is an obstacle in getting the speed limit reduced. there are a number of obstacles in automating speed enforcement. i believe fiona introduced legislation to reduce some of these barriers, but it did not go very far. this would be a way for us to maximize resources and work on getting some technologies to work on speed enforcement, freeing up some people power to do some other things. our response to the psac report, first of all, thank you to the

members, for bringing these issues forward. there has been so much work it and city momentum to adjust pedestrian safety, just in the past five months. we organize our presentation -- we saw some pains and our recommendation that we want to respond to. mainly, the work that has been done around executive directive and task force, efforts on data collection and analysis and funding education with the psac. and a number of the recommendations were incorporated into the executive director of. they must have been communicating with each other. they were both issuing the report. it expanded the city's work from a micro level to a macro level, looking at pedestrian safety and what ability in the city. it set specific goals and it is

to create a citywide pedestrian action plan that the city should work on in the future. these are recommendations that we are already moving toward, which is nice to see. we have amazing coordination with the city agencies and community groups. we have a monthly task force meeting that is co led by mta and dph. >> in terms of data collection and analysis, and number of important recommendations from the psac report. as mentioned, the department of public health is working to consolidate data from multiple sources in the city so that it is readily accessible to be analyzed to better understand pedestrian injuries and factors that prevent them, factors are livid with injury in the city.

environmental factors associated with injuries currently are routinely selected. when the police investigate an injury seen and collect information about that. ththis provides us an opportuniy to see how they can be more efficiently collected, see how did is reported from the city to the california highway patrol. also in terms of data collection and analysis, injury production models and are not the quality index are part of the director short-term action items. the department of public health retaining does make data publicly available on its web site for people to better understand where injuries are happening. we are also consolidating data and tools through city agencies. that is another action item from the exit -- from the directive. finally, our department has a role of creating data analysis.

if we are going to understand what is happening with injuries, if interventions are working, and about with the state, we need to combine multiple data sources effectively and communicate within different agencies regarding this information. this is something that we look forward to reading on. supervisor mar: the pedestrian geo database helps with targeting in foresman and strategic efforts, but what exactly does that look like? a gis system? >> exactly. pulling data from different centers, census data, pulling all of those things together into different files. >> this is our last slide. psac recommended funding for pedestrian information strategy, which we agree with. in most of the pedestrian safety

and walk ability initiatives, funding is extremely limited. however, sorely needed by the agencies. there is no stable source that we can turn to. so everything is grand-funded, and that lasts as long as we have the grant. psac he recommended pedestrian safety awareness on the website. we agree with that but see a broader need for educational efforts consistent with the executive directive and looking at the city as a whole. they recommend city agencies actively " collaborating with psac. we agree with that and urged that they are someone that they turn to. they help to hold dph and the rest of the city agencies accountable, which we appreciate, so we will continue

to turn to them. that is the end of the presentation. supervisor mar: great presentation. thank you. the last department presentation is from capt. el casiado. >> we concur with the presentation that were submitted. we are excited about working together. for the police department, the key to this id data collection. we had the hearing last week, talked about the collection. we talked about the 555 form, which looks at data and environmental. i learned then that this had been brought to the attention of chp. what i would like to see come out from this committee would be a request. we are going to ask for some

assistance in this, where we are going to assign an officer from traffic to work with chp, but we want to get the horsepower of city lobbyists' help us work to city agencies to get changes to the environmental forms attached to the report. that will help us tremendously with our target enforcement. just briefly, -- madam clerk -- we perceive our traffic working with everybody. education is about 55% of the effort, engineering is 40%, and enforcement is 5%. what brings it all together is the data collection. one real incident from last night, at washington and

montgomery, there was a bicyclist on the street, there was a pedestrian contacting -- crossing the street. they contacted each other. the pedestrian is in critical condition in the hospital right now. there were some serious issues. that report was submitted this morning to the traffic co.. under the current conditions, that report would be forwarded to sacramento and we would get the report and data transmitted to us in approximately one year. what we are working on his to get real-time reporting. we have been meeting with the mta the last few weeks. our statistician -- trying to move our statistician over to the mta so that reports can go right into the crossroads system immediately so that we can be able to collect the data.

we will also be able to share the data. if there were any questions about any environmental issues, like, somebody asked if there was a senior center nearby. the could go back and get that data right now. our investigators are actively working that case. but if it comes to us in one year later and that question is asked, it is very difficult with everything that has changed. we are looking to have that real time data collection, and every time we make a report, that it be entered immediately that everybody can look at it within 28 hours to 48 hours, and if there were any follow-up questions, that we could look at that. all of that would help everyone of our education, engineering, and enforcement actions. any questions? supervisor mar: in the psac

report, it points out the lack of resources. it points out 36 motorcycle officers. it also points out the data weakness as well. i wonder if you could talk about the staffing levels within the police department. >> staffing levels are dropping, and they will continue to drop for some time. we do have an agreement with the mta for some staffing levels. as the budget cycle continues, we are going to take a good look at that. maybe we could reevaluate it and perhaps increase our staffing levels through the special district. mta has quite a bit of our budget right now. maybe we could take a look. these meetings that you are holding, holding us accountable,

we can keep on bringing back data on a regular basis, so i appreciate you holding these meetings i regular basis. as the fiscal environment changes, we can keep measuring how we are doing. supervisor mar: one of the other main points, on page 10, page 28, highlights the lack of coordination between the traffic co. and other city agencies. how do you think that can be improved? >> i think we have been improving it. i will let the other departments speak to that. i think that is out of date now. supervisor mar: thank you. chair avalos, and that concludes a different department presentations. supervisor avalos: great. before we go on to public comment -- >> we did have a presentation on

behalf of the san francisco supervisor avalos: ok. we have some other items as well, but briefly. injury center, if you are willing to hear that. >> hello again. my presentation is very start. i wanted to submit something to you for the record. this is a published article that is hot off the press. we have been sharing our information to the city. >> i will tell you about the

injury center and how we are working with other city agencies. we are one of 13 centers for disease control and prevention found injury centers in the country. we are affiliated with the ucsf school of medicine. we are housed at san francisco general hospital. we have a diverse professional staff and tend to focus on research prevention, policy, education on injuries and hospital care. we also do hospital care and other injury research for the city of san francisco. we are housed at the san francisco general hospital and we take care of all patients that have been dramatically injured. since we are the only trauma center for san francisco, we are able to provide data and give information about any injuries that are occurring in san francisco. we have been working closely with the department of public health to share some of our cost

an injury data. one of the unique aspects of our data is it is outcomes data. we can tell you what ended up happening to the patients, as a result of their injuries. so not just whether an injury occurred, but what happened after they were injured. so this is a unique opportunity to study pedestrian injuries. we also study bicycle injuries. we have had almost 800 auto industry -- injuries. one of the studies that was published found that we tend to underreport by 20% of the injuries that you had heard before. in 2008, we had 92 injuries per

1000 people, 4.5 times the national public safety goal. 3500 individuals have been hit by a car. 952 of this time been and into the hospital, 26% of the people hit by cars. 74% of those were treated and able to go home within a 24 hour-period. so a majority of these are mad as severe, but you will see why the severe ones are important. in terms of children, adults, and the elderly, the elderly are disproportionately affected by the problem. in terms of where these injured people live -- 74% of injured pedestrians lived in san francisco of the time of their

injury. 7% of them are homeless. contrary to popular belief, less than 1% were tourists, people visiting san francisco that lived outside at the time of their injury. so this issue primarily affects the residents of san francisco. i just want to tell you a little bad about the day in the life of a pedestrian. an ambulance is usually sent out to the scene. the cost of that is approximately $1,200, just to transport the person from the scene to the hospital. step three, the patient is taken two sentences for general hospital, especially if by ambulance, where a trauma team stabilizes and treats the patient. each one of the professionals is a doctor or nurse, have a specialized, highly paid professionals that do a lot of

work and are focusing on one patient at a time, so you have about 12 professionals focusing on one person at a time. so it becomes a costly endeavor. the cost of just going through the member did the department doris is just -- the emergency department doris is about $3,600. step four, the patient is released within 24 hours or the patient stays in the hospital. the cost of that alone, the mean cost of that alone, is about $72,000. once we admit the patient to the hospital, it becomes even more expensive. at least one patient paid out of pocket $505,000 for having been hit by a car. if we look at this health care in general, when people are injured, a lot of those people tend to go into bankruptcy, so it has a huge impact on the economic stability of our

residents in san francisco. if you are admitted, generally, on average, you will stay in the hospital one week to two weeks before you are released back home. so again, it is a very unfortunate thing that can happen. in terms of overall cost, over the five years, we send -- spend $75 million. about 76% of that was charged public funds. 45% charged to metical and medicare. 24% charge to private insurance. the rest was charged to people out of pocket. these people are getting bills in the mail for an injury that could have been prevented. the severe injuries are really important. i want to emphasize that, in 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 ik